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THE  UNIVERSITY 
OF  ILLINOIS 
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Latest  Date  stamped  below.  A 
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BUREAU  OF  RAILWAY  ECONOMICS 


Selected  Special  Studies 

1910-1914 


WASHINGTON 
1914 


THE  BUREAU  OF  RAILWAY  ECONOMICS 

Was   established   August   i,    1910,  by   railways   of   the   United   States    for  the. 
scientific   study  of  transportation   problems 


Samuel  Rea^  President,  Pennsylvania  Railroad,  Chairman 

Fairfax  Harrison,  President,  Southern  Railway 

L.  E.  Johnson,  President,  Norfolk  &  Western  Railway 

Darius  Miller,  President.  Chicago,  Burlington  &  Quincy  Railroad 

Daniel  Willard,  President,  Baltimore  &  Ohio  Railroad 

B.  L.  WiNCHELL,  Director  of  Traffic,  Union  Pacific  Railroad 

General  Executive   Coiinnittee  for    1914 

Logan  G.  McPherson 

Director 

Frank  Haigh  Dixon 

Chief  Statistician 

Julius  H.  Parmelee 

Statistician 

Richard  H.  Johnston 

Librarian 


L.  C.  Card  No.  A14— 3018 


CONTENTS 


Bulletin 
No. 


4.   A  Comparative  Statement  of  Physical  \aluation  and  Capitaliza- 
tion. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United 
Kingdom,  France,  and  Germany. 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Com- 
pensation during  the  Year  Ending  June  30,  191 1. 
\'ariations  in  the  Number  of  Railway  Employees,  1909-1910-191 1. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to 
Traffic  and  Revenue,  1909-1910-1911. 

34.  A  Comparative  Study  of  Railway  Wages  and  the  Cost  of  Living 
in  the  United  States,  the  United  Kingdom,  and  the  Principal 
Countries  of  Continental  Europe. 

39.  Comparison  of  Capital  \'alues — Agriculture,  Manufactures,  and 
the  Railways. 

45.   Railways  and  Agriculture,  1900- 1910. 

53.  The  Argiiments  For  and  .-Xgaihst  Train-Crew  Legislation. 

62.  List  of  Publications  Pertaining  to  Government  Ownership  of  Rail- 
ways. 


2^' 


BUREAU  OF  RAILWAY  ECONOHICS 

for  TH  -  '■  -Jentific  Sludv  of  Tran&r-— '-f"  "--i- ■:-  ■ 


LOGAN  G.  Mcpherson  prank  ha«gh  oixon 

DIRECTOR  CHIEF   STATlVft 


A  Comparative  Statement 

of 

Physical  Valuation 

and 

Capitalization 


Serial  No.  4 

WASH!,\'C 


:M:mmm-::f:^- 


A  Comparative  Statement 

of 

Physical  Valuation 

and 

Capitalization 


Serial  No.  4 
WASHINGTON,  D.  C. 

191  1 


PHYSICAL  VALUATION  AND  CAPITALIZATION. 


INTRODUCTION. 

An  attempt  has  been  made  in  this  study  to  compare  as  accurately 
as  possible  the  physical  value  and  the  capitalization  of  steam  rail- 
ways in  the  states  in  which  official  valuations  have  been  made,  tha+ 
is,  in  the  states  of  Washington,  South  Dakota,  Michigan.  Minnesota 
and  Wisconsin.  The  state  of  Texas  is  considered  only  casually  for 
reasons  which  appear  in  the  di.scussion.  It  should  be  noted  that 
in  every  case  the  statistics  pertaining  to  value  cover  only  physical 
properties.  No  attempt  has  been  made  to  secure  intangible  value, 
which,  as  a  matter  of  fact,  has  been  arrived  at  only  in  one  or  two 
instances  by  State  Commissions.  The  omission  of  intangible  value 
should  be  held  in  mind  in  comparing  physical  value  and  capitaliza- 
tion, for  it  is  at  least  an  open  question  w^hether  intangible  value  may 
not  properly  be  capitalized. 

The  most  significant  question  involved  in  the  method  of  physical 
valuation  is  the  manner  in  which  right-of-way  and  terminal  value 
is  obtained;  in  other  words,  whether  or  not  the  railM^ay  is  to  be 
allowed  a  value  for  its  land  greater  than  that  of  adjoining  land, 
because  the  railway  corporation  must  settle  all  damages  created  by 
its  entry  upon  private  property,  and  because  it  frequently  must  pay 
an  enhanced  price  for  the  land  which  it  purchases  due  to  the  knowl- 
edge on  the  part  of  the  landoAvner  that  the  railway  must  have  it  at 
any  price.  The  methods  of  valuing  such  land,  so  far  as  they  could 
be  discovered,  are  given  in  the  text.  It  will  be  observed  that  Wash- 
ington, South  Dakota,  Michigan  and  Wisconsin  make  allowance  for 
this  added  cost  in  estimating  cost  of  reproduction,  and  that  the 
Minnesota  Railroad  Commission  while  disapproving  the  method  in 
principle,  has  nevertheless  had  a  valuation  prepared  upon  this  basis. 
In  this  connection,  it  should  be  noted  that  the  valuations  of  both 
Michigan  and  Wisconsin  were  made  for  taxation  purposes. 

Assignment  of  capitalization  to  the  different  states  has  been  made 
upon  the  single  track  mileage,  that  is,  upon  the  road  mileage  basis. 
While  this  is  not  the  most  scientific  basis,  it  is  the  only  practicable 
one  which  could  be  employed,  for  statistics  are  in  most  cases  not 
available  for  an  assignment  upon  any  other  plan.  With  a  few 
notable  exceptions,  the  commissions  of  the  different  states  presenv 
only  incomplete  and  undigested  statistical  matter  in  their  annual 
reports. 

It  is  necessary  to  call  attention  at  this  point  to  a  matter  of  tech 
nical  detail  which  becomes,  in  its  application,  of  very  considerable 


4 

importance.  Some  of  those  who  have  already  published  comparative 
statements  of  value  and  capitalization  have  made  assignments  of 
capitalization  to  states  upon  an  erroneous  basis.  It  has  apparently 
been  the  practice  to  find  the  ratio  of  the  aggregate  mileage  within 
the  state  to  the  total  mileage  of  all  the  systems  traversing  the  state, 
and  then  apply  this  percentage  to  their  total  capitalization  to 
determine  the  state's  proportion  of  capitalization.  This  method  is 
simple,  but  it  leads  to  erroneous  results,  because  it  applies  to  a 
series  of  different  capitalizations  an  average  percentage,  which,  as 
a  matter  of  fact,  is  applicable  to  no  one  of  them.  The  only  correct 
method  is  to  determine  the  capitalization  of  each  road  separately 
on  the  mileage  pro-rate  basis,  and  then  add  the  results  together  to 
obtain  the  aggregate  of  state  capitalization.  This  latter  method  has 
been  followed  in  this  presentation. 

So  many  errors  have  been  discovered  in  the  statistical  tables 
prepared  by  the  State  Commissions  that  these  reports  have  not  been 
relied  upon  in  most  cases  for  total  mileage  or  total  capitalization. 
The  Statistics  of  Railways  of  the  Interstate  Commerce  Commission 
has  been  generally  used. 

In  attempting  this  comparison  of  physical  value  and  capitaliza- 
tion, many  difficulties  have  arisen  which  could  not  be  entirely 
removed. 

1.  In  the  first  place,  when  the  valuation  has  been  made  by  a  body 
other  than  the  railroad  commission,  it  has  been  difficult  to  identify 
in  every  case  the  corporation  whose  property  was  valued,  and  to 
assign  to  such  corporation  its  proper  capitalization.  Roads  report- 
ing their  capitalization  to  the  Commission  are  as  a  rule  the  operating 
roads,  while  the  roads  are  valued  under  their  corporate  names 
whether  operating  or  not.  Adjustments  have  in  some  cases  been 
necessary,  but  these  adjustments  have  in  no  case  affected  the 
conclusions  drawn. 

2.  As  a  result  of  the  intercorporate  relationships  of  the  various 
railways,  the  aggregate  capitalization,  even  within  the  limits  of  a 
single  state,  contains  more  or  less  duplication.  This  duplication  it 
has  been  the  purpose  of  this  study  to  eliminate  as  far  as  possible. 
The  most  striking  case  which  has  been  encountered  is  in  Minnesota, 
where  not  only  is  the  capitalization  of  the  Chicago,  Burlington  & 
Quincy  included,  but  at  the  same  time  there  is  embodied  the  Great 
Northern's  share  of  the  $215,000,000  bond  issue  with  which  the 
C.  B.  &  Q.  stock  was  purchased.  Moreover,  in  eliminating  such 
duplications,  this  study  has  followed  the  practice  of  the  Statistician 
of  the  Interstate  Commerce  Commission,  who  eliminates  collateral 
trust  bonds  before  computing  funded  debt  per  mile  for  the  individual 


railway  corporations.  All  collateral  trust  bonds  have  been  elimi- 
nated from  the  aggregate  capitalization  of  the  individual  road  before 
its  stock  and  bonds  have  been  assigned  to  the  various  states.  In  the 
same  manner,  bonds  of  proprietary  companies  have  been  deducted 
when  these  proprietary  companies  appear  separately  with  their 
own  capitalization.  A  third  form  of  duplication  has  been  corrected 
by  deducting  securities  held  in  the  treasury.  It  is  evident  that 
securities  for  which  no  value  has  yet  been  received  cannot  properly 
be  included  in  a  study  which  compares  capitalization  and  physical 
value.  Again,  securities  held  in  sinking  funds  have  been  eliminated 
from  total  capitalization.  Appropriations  to  the  sinking  fund  are 
merely  appropriations  for  the  retirement  of  debt,  and  the  statement 
that  securities  are  "kept  alive"  in  a  sinking  fund  is  largely  a  fiction. 
Finally  the  total  capitalization  is  increased  beyond  its  proper  size 
for  comparison  with  physical  value  by  the  fact  that  it  is  frequently 
issued  to  cover  "other  properties"  than  railways.  Railways  are 
frequently  engaged  in  business  other  than  transi)ortation  and  no 
distinction  is  made  between  securities  issued  for  transportation  and 
those  issued  for  miscellaneous  purposes.  So  far  as  it  has  been 
possible,  capital  issues  covering  "other  properties"  have  been  elimi- 
nated, but  to  do  this  adequately  would  have  required  a  more 
extended  investigation  than  was  possible  at  this  time.  Hence,  it  is 
probable  that  a  considerable  amount  of  capitalization  is  included 
in  the  comparative  tables  which  might  properly  be  eliminated 
because  it  does  not  represent  railway  property.  Even  with  all  these 
deductions  there  are  doubtless  other  duplications  which  might  be 
eliminated  were  a  careful  study  inade  of  the  puri)ose  for  which 
capital  stock  was  issued  by  the  various  roads,  yet  it  must  be  clear 
from  the  eliminations  which  have  been  made  that  the  object  is  to 
set  up  against  physical  value  the  securities  outstanding  in  the  hands 
of  the  public  upon  which  corporations  are  entitled  to  earn. 

3.  It  is  evident  that  an  allocation  of  capitalization  upon  a  mileage 
pro-rate  basis  is  not  an  accurate  figure  for  a  comparative  study  of 
this  character.  It  does  more  than  justice  to  some  states  and  less 
than  justice  to  others.  A  state  like  South  Dakota  with  most  of  its 
mileage  single  track  and  with  no  valuable  terminals  gets  on  a 
mileage  pro-rate  far  more  than  its  proportion  of  the  capitalization 
of  the  roads  which  operate  within  its  borders,  for  there  is  credited 
to  the  state  a  portion  of  the  capitalization  which  belongs  to  valuable 
properties  located  elsewhere.  On  the  other  hand  it  is  possible  that 
the  capitalization  of  the  Washington  railways  should  be  increased 
beyond  the  amount  allotted  on  a  mileage  pro-rate  it  correct  results 
are  to  be  obtained.    An  illustration  of  the  inaccuracy  of  this  method 


is  found  in  Wisconsin  where  the  Illinois  Central  with  nothing  but 
branch  line  mileage  in  the  state  and  no  valuable  terminals  has  its 
capitalization  assigned  to  the  state  on  a  road  mile  basis.  This 
difficulty  is  inherent  in  the  situation.  It  only  serves  to  make  clear 
the  proposition  that  if  railways  are  to  be  valued  at  all  they  should 
be  valued  as  units  and  not  piecemeal  by  the  separate  states. 

From  what  has  just  been  said  it  must  be  clear  that  such  a  com- 
parison as  is  presented  in  this  study  cannot  be  conclusive.  It  has 
been  made  in  the  hope  that  some  degree  of  accuracy  might  be  reached 
in  a  subject  which  has  received  of  late  much  inaccurate  treatment. 

WASHINGTON. 

The  source  of  information  for  the  valuation  of  Washington  rail- 
ways is  the  ''Findings  of  Fact"  of  the  Railroad  Commission  of 
Washington  published  in  1909.  The  results  of  these  findings  were 
embodied  by  Mr.  J.  C.  Lawrence  of  the  Washington  Commission,  in 
an  article  in  the  Railway  Age  Gazette  of  February  18,  1910,  from 
which  the  facts  here  given  were  derived.  Commissioner  Lawrence 
in  this  article  discusses  the  methods  employed  in  the  valuation  of 
Washington  railways,  and  it  will  be  of  interest  to  quote  from  his 
discussion  before  presenting  the  statistical  results : 

The  cost  of  reproducing  right-of-way  and  terminals  was  estimated  on  the 
basis  of  marliet  value  of  adjacent  property,  plus  the  additional  amount 
experience  has  shown  a  railway  company  must  pay  for  consequential  damages 
in  securing  such  property.     *     *     * 

The  unearned  increment  was  allowed  in  the  cost  of  reproduction.  This 
may  be  either  in  the  cost  of  construction  of  roadbed,  structures  and  equipment 
or  in  the  right-of-way  and  terminals.  To  fail  to  allow  such  increased  value 
would  be  as  unfair  to  the  public  as  to  the  railways.  Take  for  instance  the 
terminals  of  an  established  road  in  an  important  city  which  were  acquired 
at  a  low  value,  say  for  a  million  dollars;  a  new  line  is  constructed  and,  to 
acquire  its  terminals  contiguous  to  and  of  equal  value  to  that  of  the  estab- 
lished road,  pays,  say  $10,000,000.  If  the  latter  road  were  not  allowed  the 
value  it  paid  then  it  would  be  deprived  of  a  return  on  the  amount  actually 
and  necessarily  invested  in  acquiring  its  property,  and  in  that  way  deprived 
of  the  property  itself,  for  the  value  of  the  use  of  the  property  is  in  reality  the 
property  itself.  If  this  value  were  allowed  to  the  latter  road  and  denied  to 
the  former,  then  traffic  tributary  to  the  one  would  have  an  advantage  over 
the  other,  and  the  construction  of  additional  and  competing  roads  would  be 
discouraged.     *     *     ♦ 

The  Commission  concluded  that  on  an  established  road,  maintained  to  a 
proper  standard  of  efficiency,  there  would  be  no  continuing  depreciation;  that 
on  a  newly  constructed  line  there  would  be  a  rapid  depreciation  of  certain 
elements  during  the  first  few  years.  This  would  apply  particularly  to  ties, 
and,  in  a  lesser  degree,  to  wooden  structures  and  equipment.  On  the  other 
hand,  there  would  be  an  appreciation  of  roadbed  on  a  new  line,  due  to  the 
seasoning  and  hardening  which  follows  its  use,  attributable  not  only  to  set- 


tling  of  embankments,  thus  rendering  the  condition  of  the  roadbed  more 
permanent  and  safe,  but  to  the  necessary  labor  involved  in  raising  and 
widening  embankments,  cleaning  out  and  widening  cuts,  safeguarding  them 
from  slides  and  remedying  the  defects  occurring  in  construction  and  the 
contingencies  which  necessarily  follow.  Such  appreciated  value  of  roadbed 
would  largely  affect  the  depreciation  in  the  value  of  the  other  items. 

The  appreciated  value  of  the  roadbed  was  added  to  the  estimated  cost  of 
reproduction  new.  and  from  this  sum  deductions  were  made  to  cover  the 
depreciation  of  all  other  items.  *  *  *  But  the  depreciated  value  of  a 
road  in  profitable  operation  does  not  equal  its  market  value.  To  this  depre- 
ciated value  must  be  added  a  sufficient  amount  to  cover  the  enhanced  value 
due  to  building  up  a  successful  transportation  business.  It  is  inconceivable 
that  the  value  of  such  a  business  enterprise  under  efficient  management 
should  depreciate  from  a  market  standpoint. 

In  his  discussion  of  "market  value"  Mr.  Lawrence  considers  such 
influences  as  prices  of  outstandinji'  securities,  density  of  population, 
amount,  permanency  and  class  of  traffic,  and  value  of  facilities  for 
doing  business. 

In  view  of  the  fact  that  the  Washington  Commission  has  not 
made  any  statistical  summary  of  its  findings,  it  ha;>  been  somewhat 
difficult  to  determine  whether  the  entire  mileage  of  tlie  state  was 
valued  and  what  was  the  length  of  mileage  actually  included.  In  a 
personal  letter  under  date  of  December  18.  1!)1U,  Commissioner 
Lawrence  writes  that  the  valuation  included  in  their  "Findings  of 
Fact"  of  1909,  covers  "the  railway  mileage  in  existence  at  the  time 
of  the  creation  of  the  Commission,  June,  1905,  approximating  3,300 
miles.  Since  that  date  the  mileage  has  been  increased  to  a  little  in 
excess  of  5,000  miles  and  the  Commission  is  now  engaged  in  valuing 
this  new  construction." 

Yet  from  the  tabular  summary  presented  in  the  article  referred 
to,  the  Commissioner  seems  to  account  for  only  3,016  miles,  and  this 
figure  has  been  used  in  presenting  the  per  mile  of  line  valuations  in 
the  table  below.  In  view  of  the  fact  that  the  valuation  included 
only  the  mileage  in  existence  in  1905,  it  has  been  necessary  to  use 
the  1905  capitalization  as  a  comparative  figure.  It  has  not  been 
found  possible  to  present  statistics  of  capitalization  for  the  exact 
mileage  involved  in  the  physical  valuation,  bnt  the  figure  employed, 
3,167  miles,  is  so  nearly  identical  that  the  worth  of  the  comparison 
is  not  destroyed. 

Washington — Physical  Valuation  and  Capitalization. 

Physical  value  (1905-08):                                      Total.  Mileage.  Per  mile. 

Cost  of  reproduction  new $194,057,240  3,016  $64,343 

Present    value 175,797,025  3.016  58,288 

Market  value 195,662,635  3,016  64,875 

Capitalization    168,696,670  3,167  53,267 


8 


SOUTH  DAKOTA. 


At  the  time  that  this  study  was  made,  the  report  on  physical 
valuation  for  the  state  of  South  Dakota  had  been  completed  but  had 
not  yet  been  published.  Such  information  as  is  here  given  was 
obtained  by  correspondence. 

In  valuing  railway  lands  the  Commission  used  the  multiple  of 
250  per  cent  as  an  average,  and  applied  it  to  all  farm  and  city  lands 
traversed  by  the  roads ;  that  is,  it  estimated  railway  land  to  be  worth 
two  and  one  half  times  that  of  adjoining  land. 

The  number  of  miles  valued  was  3,953.  Although  the  Commission 
dated  its  valuation  June  30,  1909.  it  appears  that  the  valuation  was 
begun  under  an  act  of  1907,  and  that  much  of  it  had  been  completed 
before  January  1,  1909.  A  more  accurate  comparison  of  actual 
conditions  would  probably  have  been  made  had  capitalization  figures 
been  used  for  1908  instead  of  1909.  However,  the  1908  figures  have 
been  employed  in  the  case  of  but  one  road,  the  Chicago,  Milwaukee 
&  St.  Paul  of  South  Dakota,  and  this  was  because  its  intercorporate 
relationships  with  the  parent  company  were  not  fully  adjusted  on 
June  30,  1909. 

South  Dakota — Physical  Valuation  and  Capitalization. 

Physical  value  1908:                                                Total.  Mileage.  Per  mile. 

Cost  of  reproduction  new $106,494,503  3,954  |26,933 

Present  value 91,695,132  3,954  23,190 

Capitalization 138,850,297  3,954  35,116 

MICHIGAN. 

The  original  appraisal  of  the  physical  properties  of  Michigan  rail- 
ways was  conducted  in  1900-01,  under  the  direction  of  the  Board  of 
State  Tax  Commissioners.  Since  that  time  the  Tax  Board  has 
annually  presented  a  table  of  assessed  value  of  railway  property, 
which  by  law  must  be  an  assessment  at  what  the  Board  considers  the 
actual  value  of  the  property,  that  is,  a  100  per  cent  assessment.  The 
assessed  value  is  doubtless  intended  to  correspond  with  "present 
value"  as  determined  by  the  original  valuation.  Yet  the  Tax  Board 
in  its  annual  presentation  of  assessed  value  omits  figures  of  cost 
of  rei)roduction  new,  gives  no  table  of  mileage  valued  but  merely  the 
name  of  each  corporation,  and  gives  no  indication  that  a  genuine 
investigation  of  railway  values  has  been  made.  This  leads  to  the 
inference  that  no  valuation  of  railway  property  has  been  attempted 
in  the  state  of  Michigan  since  the  original  valuation  by  Professors 
Cooley  and  Adams.  It  has  seemed  best,  therefore,  to  include  a 
comparative  statement  of  valuation  and  capitalization  for  the  year 


1900,  as  well  as  (he  incomplete  statement  for  1907.  In  cases  where 
capitalization  could  not  be  found  for  corpoi-ations  listed  in  the 
report  of  the  Tax  Commissioners,  the  assessed  value  of  such  corpora- 
tions has  been  deducted  from  the  total  in  order  that  the  statement 
presented  might  be  pro[>erlj  comparative. 

The  method  of  valuing  right  of  way  and  terminal  lands  is 
described  as  follows  b}'  Professor  Coole.y  in  his  report  to  the  Michi- 
gan Board  of  State  Tax  Commissioners: 

The  question  whether  the  increased  cost  of  right  of  way  over  and  above 
the  value  as  determined  by  contiguous  property  may  properly  be  included  in 
the  present  value  of  a  railroad,  is  a  matter  about  which  there  may  be  a 
difference  of  opinion.  The  true  cash  value  of  a  thing  has  been  defined  as 
the  price  upon  which  a  purchaser  and  a  seller  mutually  agree,  and  at  which 
an  actual  transfer  takes  place.  If  an  attempt  were  made  to  purchase  an 
existing  right  of  way,  as,  for  example,  an  entrance  into  a  city,  if  the  owner 
were  ■Willing  to  sell  at  all  he  surely  would  take  into  consideration  what  it 
would  cost  the  purchaser  to  get  into  the  city  by  any  other  route,  and  the 
prospective  purchaser  would  surely  consider  what  it  would  cost  him  by 
another  route.  The  conclusion  finally  reached  was  to  add  to  the  value  of  the 
right  of  way,  as  determined  by  contiguous  property,  an  amount  fairly  repre- 
senting the  additional  actual  cost  to  the  railroad. 

Michigan — Physical  Valuation  and  Capitalization. 

Physical  value  1900:                                               Total.  Mileage.  Per  mile. 

Cost  of  reproduction  new $202,716,262  7,813  $25,946 

Present    value 166,398,156  7,813  21,298 

Capitalization    291,605,232  7,813  37,323 

Physical  value  1907: 

Present    value 204,03.3,500  8,343  24,456 

Capitalization    357,555.907  8,343  42,857 

MINNESOTA. 

The  state  of  Minnesota  has  recently  completed  a  most  exhaustive 
physical  valuation  of  railways  as  of  June  30,  1907.  This  report 
requires  little  comment  as  the  very  complete  statistical  presentation 
explains  itself.  As  already  noted,  the  valuation  was  made  on  two 
different  bases,  described  below  as  Estimate  A  and  Estimate  B.  In 
Estimate  A,  allowance  is  made  for  the  price  which  railways  would 
have  to  pay  for  the  land  for  railway  purpo.ses,  including  damages 
and  monopoly  prices  for  land.  In  Estimate  B,  land  is  valued  on 
the  same  basis  as  land  lying  in  contiguous  territory.  The  Minnesota 
Commission  contended  for  the  valuation  represented  by  Estimate  B, 
the  railways  maintained  that  Estimate  A  was  the  fairer  one.  In 
this  connection,  reference  should  be  made  to  the  basis  employed  by 
the  states  of  Washington,  South  Dakota,  Wisconsin  and  Michigan. 

The   capitalization   figures   are   those   for   June   30,    1907.     The 


10 

considerable  reduction  in  the  capitalization  figure  below  that  com- 
monly quoted  for  Minnesota  is  due  to  the  elimination  from  the 
Great  Northern's  capitalization  of  $107,000,000,  being  its  proportion 
of  the  Chicago,  Burlington  &  Quincy  collateral  4's  issued  jointly  by 
the  Great  Northern  and  Northern  Pacific.  In  view  of  the  fact  that 
the  Chicago,  Burlington  &  Quincy  capitalization  is  already  included 
in  the  total  capitalization  of  Minnesota  railways,  it  is  an  obvious 
duplication  to  include  in  the  capitalization  of  the  purchasing  com- 
pany any  part  of  the  bonds  with  which  the  Burlington  stock  was 
purchased. 

^Minnesota — Physical  Valuation  and  Capitalization. 

Physical  value,  1907,  Estimate  A: 

Cost  of  production  new —                           Total.  Mileage.  Per  mile. 

Carrying    roads $397,299,471  7,577.71  $52,430 

Switching    roads 14,435,724  18.72  770,933 

Total    411,735,195  7,696.43  54,201 

Present  value: 

Carrying    roads 347,051,336  7.577.71  45,799 

Switching    roads 13,428,824                 18.72  717,160 

Total    360.480.160  7,596.43  47,454 

Physical  value.  Estimate  Bl: 

Cost  of  reproduction  new 373,820,141  7,596.43  49,210 

Present  value 322.565,107  7,596.43  42,463 

Physical  value,  Estimate  B2: 
Cost  of  reproduction  new — 

Carrying   roads 350,106.321  7,577.71  46,202 

.      Switching   roads 10.855,227  18.72  579,718 

Total    360,961,548  7,596.43  47,517 

Present  value: 

Carrying    roads 299,858,186  7,577.71  39,571 

Switching    roads 9,848,327  18.72  525.945 

Total    309,706,513  7,596.43  40,770 

Capitalization: 

Carrying    roads 292,299,292  7,577.71  38,574 

Switching  roads 7,728,404  18.72  412,732 

Total    $300,027,696  7,596.43  $39,496 

♦Estimate  A  includes  multiples  on  lands  for  right  of  way,  yards  and  term- 
inals, and  allowance  for  adaptation  and  solidification  of  roadbed.  Estimate 
Bl  omits  from  Estimate  A  multiples  on  lands  for  right  of  way,  yards  and 
terminals.  Estimate  B2  omits  from  Estimate  A  multiples  on  lands  for  right 
of  way,  yards  and  terminals,  and  allowance  for  adaptation  and  solidification 
of  roadbed. 


11 

WISCONSIN. 

The  appraisal  of  the  physical  properties  of  Wisconsin  railways  is 
in  charge  of  the  Wisconsin  Tax  Commission,  and  is  made  primarily 
for  taxation  purposes.  The  original  appraisal  was  made  as  of  June 
30,  1903,  and  annual  revisions  thereof  have  been  made  through  the 
medium  of  reports  by  the  railways  to  the  Engineer  of  the  Commis- 
sion.   The  last  report  just  received  is  dated  June  30,  1909. 

Concerning  the  method  of  valuing  right  of  way  and  terminals. 
Professor  W.  D.  Taylor,  then  Engineer  of  the  Commission,  made  the 
following  statement  in  a  report  to  the  Commission  dated  January  2, 
1905: 

To  determine  the  value  of  the  land  in  the  present  right  of  way,  such  lands 
must  be  deemed  as  belonging  to  the  owners  of  the  adjoining  lands  and  to 
be  acquired  by  negotiations  with  such  owners  or  under  the  power  of  eminent 
domain,  whereby  the  owners  are  entitled  to  just  compensation  for  the  land 
actually  taken  and  for  depreciation  in  the  market  value  of  the  residue  in 
consequence  of  the  railroad  crossing  the  part  taken.  In  ordinary  language, 
the  inquiry  will  be  first,  what  is  the  fair  average  market  price  per  acre  for 
ordinary  purposes  of  the  land  taken,  and  second,  how  much  is  the  depreciation 
in  the  salable  value  of  the  residue  of  the  parcel,  lot,  or  tract  with  the  buildings 
thereon  from  which  the  right  of  way  is  severed.  The  sum  of  the  two  items, 
first,  the  market  price  of  the  land  taken,  and  the  second  item,  depreciation  in 
the  salable  market  value  of  the  residue,  will  constitute  the  right-of-way  value. 

The  figures  of  total  capitalization  are  those  reported  by  the  rail- 
ways to  the  Wisconsin  Railroad  Commission  on  June  80,  1909.  The 
Tax  Commission  has  valued  a  number  of  private  unincorporated 
roads,  which  have  no  capitalization.  The  valuations  of  these  roads 
have  been  omitted  from  the  table  presented  herewith  in  order  to 
make  the  comparison  more  accurate.  The  mileage  figure  used  in 
computing  capitalization  per  mile  could  not  be  made  to  agree  exactly 
with  the  mileage  valued  but  the  discrepancy  of  39  miles  is  not 
sufiicient  to  disturb  the  general  conclusions. 

Wisconsin — Physical  Valuation  and  Capitalization. 

Physical  value  1909:                                        Total.  Mileage.  Per  mile, 

Cost  of  reproduction  new $296,803,322  7,098.70  $41,811 

Present  value 240,718,711  7,098.70  33,910 

Capitalization   311,819,128  7,060.00  44,167 

TEXAS. 

The  Texas  Railroad  Commission  estimates  the  total  value  of 
railroads  in  that  state  up  to  October  31,  1909,  at  $212,794,586  or 
117,198  per  mile  of  line.    The  aggregate  capitalization  on  June  30, 


12 

1909,  includiuj!:  equipment  trust  obligations  and  current  liabilities, 
is  given  as  1420,031,677.  or  |31,910  per  mile  of  line.  These  two 
totals  have  often  been  compared  and  conclusions  have  been  drawn 
from  them  unfavorable  to  the  methods  of  railway  capitalization. 
Yet  a  moment's  consideration  will  show  that  the  two  totals  have  no 
relation  to  each  other  whatever.  By  the  Stock  and  Bond  Law  of 
April  8,  1893,  the  Railroad  Commission  was  instructed  to  value  the 
property  of  the  various  railroads  as  a  preliminary  to  the  approval 
or  disapproval  of  the  issue  of  additional  securities.  Valuations  were 
made  immediately  of  all  roads  then  in  existence  and  changes  in  the 
aggregate  value  of  Texas  railroads  since  that  time  have  occurred 
only  when  new  lines  have  been  constructed.  In  other  words,  the 
valuation  now  so  frequently  quoted  was  made  in  1894-6,  when, 
following  the  panic  of  1893,  land,  right-of-way,  terminal  facilities 
and  construction  materials  were  at  their  lowest  prices.  To  present 
that  original  value  as  the  present  value  of  Texas  roads,  as  the  Com- 
mission has  done,  is  to  refuse  to  give  the  roads  any  credit  for 
permanent  improvements,  for  the  general  settling  and  seasoning  of 
their  properties,  or  for  the  advance  in  value  due  to  the  general 
growth  of  the  community  to  which  the  railroad  has  largely  con- 
tributed. 

Whatever  may  have  been  the  degree  of  overcapitalization  in  1894, 
no  comparison  of  an  1894  valuation  with  a  1909  capitalization  can 
have  the  slightest  validity.  From  1896  to  1909  there  was  an  increase 
in  the  Commission's  valuation  of  Texas  roads  per  mile  of  line  of 
only  9.3  per  cent.  That  this  increase  does  not  at  all  represent  the 
actual  increase  in  investment  in  Texas  roads  is  shown  by  a  study  of 
gross  earnings.  Taking  an  average  of  the  three  years  1894-6  as  a 
base,  and  comparing  this  with  an  average  for  the  three  years  1907-9 
there  is  found  to  be  an  increase  in  gross  earnings  per  mile  of  road  in 
Texas  of  71.8  per  cent.  At  the  same  time,  capitalization  (stocks  and 
bonds)  per  mile  actually  decreased  22.24  per  cent  between  1896  and 
1909. 

Mr.  Charles  S.  Potts,  Professor  of  Law  in  the  University  of  Texas, 
in  h!s  monograph  on  Railroad  Transportation  in  Texas,  expresses 
the  opinion  that  if  a  thorough  revaluation  were  made  of  Texas  roads, 
the  margin  between  actual  value  and  capitalized  value  would  be 
wiped  out  in  the  case  of  many  roads.  He  quotes  Mr.  R.  A.  Thompson, 
for  many  years  chief  engineer  of  the  Texas  Railroad  Commission,  in 
a  hearing  before  the  Interstate  Commerce  Commission,  as  asserting 
it  to  be  his  deliberate  opinion  that  the  physical  property  of  Texas 
railroads,  valued  by  the  Commission  at  |17,000,  was  worth  on  an 
average  $30,000  per  mile  of  line. 


13 

It  is  of  interest  to  observe  that  the  Texas  Railroad  Commission 
in  its  more  recent  valuations  has  placed  a  higher  value  per  mile 
upon  railway  property  than  in  its  earlier  valuations.  Between  1894 
and  1896,  forty-five  roads  with  a  mileage  of  9,105  miles  were  valued 
at  an  average  of  $15,589  per  mile.  Between  1905  and  1909,  thirty- 
seven  roads,  with  a  mileage  of  1,678  miles,  were  valued  at  $22,227 
per  mile. 

It  is  significant  that  the  Texas  Tax  Board  in  1908  estimated 
the  total  value  of  railroad  property,  tangible  and  intangible,  as 
$409,957,928  or  $31,776  per  mile  of  line.  This  board  in  its  estimate 
includes  all  those  elements  of  value  which  are  omitted  by  the  Rail- 
road Commission. 

For  the  reasons  given,  all  figures  for  Texas  are  excluded  as  worth- 
less from  the  summary  table  at  the  end  of  this  discussion. 

RECAPITULATION 


PHYSICAL  VALUE 

STATE 

Cost  of 
Reproduction 

Present  Value 

Total 

Per  Mile 

Total 

Per  Mile 

Total 

Per 

Mile 

Washing-ton,  1905*.... 

South  Dakota,  1908. . . 

Michigan,  1900 

1907 

$194,057,240 
106,494,503 
202,716,262 

$64,343 
26,933 
25,946 

$175,797,025 

91,695,132 

166,398.156 
204,033,500 

360,480,160 
322,565,107 
309,706.514 

240,718,711 

$58,288 
23,190 

21,298 

24.456 

47,454 
42,463 
40,770 

33,910 

$168,696,670 

138,850,297 

291,605,232 
357,555,907 

300,027,696 

$53,267 

35,116 

37,323 
42.857 

Minnesota,  1907— 

Estimate  A 

Estimate  B  1     .    . 

411,735,195 
373,820,141 
360,961,548 

296,803,322 

54,201 
49,210 
47,517 

41,811 

39,496 

Estimate  B  2 

Wisconsin,  1909 

311,819,128 

44,167 

•In  Washing-ton,  a  market  value  of  $195,662,635,  or  $64,875  per  mile,  is  also  given. 


It  should  be  kept  clearly  in  mind  by  any  one  who  uses  the  figures 
given  in  this  pamphlet  that  this  is  not,  and  is  not  intended  to  be, 
a  definite  or  an  absolutely  accurate  statement  of  the  relation  of 
physical  value  to  capitalization.  Its  purpose  is  to  point  out  the 
difficulties  of  comparison  of  these  two  items  within  the  limits  of 
single  states,  and  to  resolve  these  difficulties  so  far  as  available 
statistics  will  permit.  Further  investigation  would  make  possible 
the  production  of  a  multitude  of  illustrations  of  the  injustice  to  the 
railways  in  most  of  the.se  western  states  of  the  mileage  pro-rate 
method  of  capital  distribution.  Although  the  figures  given  are  those 
of  physical  value  only,  strong  arguments  might  have  been  advanced 


14 

for  the  capitalization  of  intangible  values.  But  this  pamphlet  was 
not  designed  as  a  discussion  of  the  principles  which  should  apply 
in  a  valuation  of  railways,  nor  as  an  exhaustive  discussion  of  the 
statistical  elements  involved. 


BUREAU  OF 
RAILWAY  ECOIMOMICS 


LOGAN   G.  Mcpherson  frank  maiqh  oixon 

DIBECTOR  CHIEC   STATISTICIAN 


The  Cost  of  Transportation  on 

the  Erie  Canal  and 

by  Rail 


Bulletin  No.  21 

WASHINGTON,  D.  C 
1911 


BULLETINS  OF   THE 
BUREAU  OF  RAILWAY  ECONOMICS 


1.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  July,   1910.     (Monthly    Report  Series, 
Bulletin  No.  1.) 

2.  Summary  of  Revenues  and  Expenses  of  Steam   Roads  in  the 

United  States  for  August,  1910.     (Monthly  Report  Series, 

Bulletin  No.  2.) 

3.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States   for   September,    1910.      (Monthly    Report 
Series,  Bulletin  No.  3.) 

4.  A  Comparative  Statement  of  Physical  Valuation  and  Capitali- 

zation. 

5.  Preliminary    Bulletin    for    November,    1910 — Revenues    and 

Expenses. 

6.  Railway  Traffic  Statistics. 

7.  Summaty  of  Revenues  and  Expenses  of  Steam   Roads  in  the 

United  States  for  October,  1910.     (Monthly  Report  Series, 
Bulletin  No.  4.) 

8.  Summary  of  Revenues  and  Expenses  of  Steam   Roads  in  the 

United   States   for   November,    1910.      (Monthly    Report 
Series,  Bulletin  No.  5.) 

9.  Summary  of  Revenues  and  Expenses  of  Steam   Roads  in  the 

United   States   for    December,    1910.      (Monthly    Report 
Series,  Bulletin  No.  6.) 

10.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  January,  191 1. 

1 1.  Commen-t  on  the  Decision  in  the  Western  Advanced  Rate  Case, 

No.  3500.     (Out  of  Print.) 

1 2.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  February,  1911. 

1 3.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  March,  1911. 

( Continued  on  third  page  of  cover. ) 


The  numbering  of  the  monthly  bulletins  as  a  separate  seriei  was  abandonad 
with  the  December,  1910,  issue.  Since  then  all  bulletins  isstied  by  the  Bureau 
have  been  j^iven  a  consecutive  number  only. 


The  Cost  of  Transportation  on 

the  Erie  Canal  and 

bv  Rail 


WASHINGTON,  D.  C. 
OCTOBER,  1911 


THE  SOURCES  OF  INFORMATION  utilized  in  the  preparation 
of  this  study  are  the  following: 

Annual  reports  of  the  New  York  State  Superintendent  of 
Public  Works. 

Annual  reports  of  the  New  York  State  Comptroller. 

Annual  reports  of  the  New  York  State  Engineer. 

Report  of  the  Committee  on  Canals  of  New  York  State 
(Greene  Committee),  1899. 

Reports  of  the  Inland  Waterways  Commission,  the  United 
States  Census  Bureau,  Bureau  of  Corporations,  and  Inter- 
state Commerce  Commission. 

A.  Barton  Hepburn — Artificial  Waterways  and  Commercial 
Development,  (New  York,  1909). 

Publications  of  the  Buffalo  Historical  Society. 

Articles  by  Secretary  John  A.  Fairlie  of  the  Greene  Com- 
mittee. 

Personal  interviews  with  the  statistician  to  the  New  York 
State  Superintendent  of  Public  Works,  assistants  in  the 
offices  of  the  New  York  State  Comptroller  and  State 
Engineer,  and  others. 


SUMMARY. 

A  comparison  of  the  cost  of  transportation  by  canal  and  by  rail 
should  include  not  only  the  immediate  cost  of  conveyance,  but  also 
the  cost  of  capital,  of  operation,  and  of  maintenance. 

Since  1882  the  canals  of  the  state  of  New  York  have  been  main- 
tained and  operated  at  the  expense  of  the  state  for  the  free  passage 
of  boats,  the  only  charges  paid  by  the  shipper  by  canal  being  those 
of  the  boatmen  for  conveyance.  This  does  not  mean  that  the  fixed 
charges  and  cost  of  maintenance  are  obliterated  but  that  they  are 
borne  by  the  community  as  a  whole  instead  of  by  the  shipper. 

OflBcial  data  indicates  that  up  to  1905  the  cost  of  the  Erie  Canal 
was  about  157,000,000  or  $16.3,f>00  per  mile. 

If  only  four  per  cent  be  allowed  for  interest  charges  and  extraor- 
dinary repairs  and  depreciation  on  the  Erie  Canal,  and  its  total 
cost  be  taken  at  only  |!55.000,000.  the  annual  fixed  charge  for  these 
purposes  is  $2,200,000.  This  may  be  termed  the  aggregate  cost  of 
capital  reduced  to  an  annual  basis. 

As  nearly  as  can  be  computed  from  ascertainable  data  the  expense 
of  maintaining  the  Erie  Canal  borne  by  the  state  of  New  York 
for  the  year  1909  was  $672,105. 

As  nearly  as  can  be  computed  from  ascertainable  data  the  average 
ton-mile  charge  made  by  the  boatmen  for  conveyance  of  traflSc  over 
the  Erie  Canal  is  2  mills. 

A  liberal  estimate  of  the  traffic  on  the  Erie  Canal  for  the  year 
1909  is  435,000,000  ton  miles. 

Apportionment  of  the  aggregate  annual  cost  of  capital  to  this 
ton  mileage  gives  5.00  mills  per  ton  mile.  The  cost  of  maintenance 
likewise  apportioned  gives  1.55  mills  per  ton  mile.  These  items 
added  to  the  immediate  charge  for  conveyance  of  2  mills  make  the 
total  cost  of  transportation  of  freight  on  the  Erie  Canal  8.G1  mills 
per  ton  mile. 

For  the  same  year  of  1909  the  average  freight  receipts  were  6.2 
mills  per  ton  mile  by  the  New  York  Central,  6.1  mills  by  the  Erie, 
7.4  mills  by  the  Lackawanna,  and  6.4  mills  by  the  Lehigh  Valley. 

Whichever  one  of  these  various  railway  average  receipts  per  ton 


4 

mile  be  taken,  the  cost  of  transportation  on  the  Erie  Canal  exceeds 
it  by  from  sixteen  to  more  than  forty  per  cent. 

These  average  rail  receipts  moreover  include  returns  from  high 
grade  merchandise  such  as  is  not  carried  in  any  quantity  on  the 
Erie  Canal.  The  traflSc  of  the  Erie  Canal  is  composed  princi- 
pally of  grain,  lumber,  iron  and  iron  ore,  stone,  and  coal.  The 
receipts  of  the  railways  from  such  traflSc  are  lower  than  their  aver- 
age receipts,  and  therefore  the  ratio  of  rail  receipts  to  canal  receipts 
on  the  kind  of  traffic  that  is  carried  by  canal  is  lower  than  the  above 
percentages  indicate. 

The  railways  moreover  are  in  service  all  of  the  time  while  the 
canal  is  idle  an  average  of  four  and  one-half  months  of  each  year. 

It  is  impossible  at  this  time  to  compute  or  even  estimate  what  the 
total  cost  of  transportation  will  be  on  the  new  barge  canal  into 
which  the  Erie  Canal  is  being  transformed.  The  Greene  Committee 
of  1899  estimated  the  cost  of  the  barge  canal  at  about  $60,000,000. 
Already  more  than  f  100,000,000  have  been  appropriated  for  the  pur 
pose,  and  it  seems  probable  that  another  f  19,000,000  will  be  required 
for  terminals. 


The  Cost  of  Transportation  on  the  Erie  Canal 

and  by  Rail. 

In  the  wide  discussion  regarding  canals  and  inland  waterways  in 
this  country  during  the  past  few  years,  little  attention  has  been 
directed  to  the  total  cost  of  canal  transportation.  The  term  "total 
cost"  is  here  used  to  cover  not  only  the  immediate  cost  of  conveying 
goods,  but  also  the  cost  of  maintenance  of  the  canal,  cost  of  ordinary 
repairs,  and  fixed  charges,  dividends,  and  depreciation  charges,  if  any. 

Freight  rates  via  the  Erie  Canal  are  frequently  contrasted  with 
freight  rates  via  railway,  but  as  they  comprise  only  the  immediate 
transportation  cost,  that  is,  the  direct  charge  for  conveyance  alone, 
they  are  hardly  comparable  with  railway  rates,  which  provide  the 
revenue  from  which  must  be  met  not  only  the  cost  of  conveyance,  but 
also  fixed  charges  upon  the  capital  invested  in  the  plant  and  the 
expense  of  maintenance  of  plant  and  equipment.  All  tolls  on  New 
York  State  canals  were  abolished  in  1882,  and  the  canals  since  that 
date  have  been  maintained  and  operated  at  the  expense  of  the  state 
for  the  free  passage  of  boats.  Thus  the  only  charges  made  against 
a  shipper  of  goods  by  canal  are  those  of  the  boatman  who  handles 
the  goods,  and  these  charges  do  not  help  to  pay  for  the  maintenance 
of  the  canal  or  for  repairs.  From  the  shippers  point  of  view  a  canal 
rate  of  two  mills  a  ton  mile  is  unquestionably  preferable  to  a  railway 
rate  of  six  mills,  if  speed  and  convenience  of  handling  are  not  as 
important  to  him  as  a  low  rate.  It  will  be  shown,  however,  that 
from  the  broader  point  of  view  of  the  community  the  railway  rate, 
although  apparently  higher,  may  not  actually  be  so.  The  maintenance 
and  fixed  charges  on  the  canal,  which  are  borne  by  the  community, 
may  amount  to  more  than  the  difference  of  four  mills  per  ton  mile, 
which  is  the  immediate  saving  to  the  shipper.  This  raises  the  ques- 
tion whether  the  burdening  of  the  entire  community  for  the  benefit 
of  the  shippers,  who  constitute  only  a  portion  of  it,  is  justified.  But 
leaving  this  question  aside,  a  fair  comparison  of  the  cost  of  trans- 
portation by  canal  and  by  rail  should  certainly  be  of  aggregates  that 
include  every  element  in  those  respective  costs. 

This  study  is  an  effort  to  estimate  the  total  cost  of  transporting 
a  ton  of  freight  one  mile  on  the  Erie  Canal  at  the  present  time,  and 
to  compare  that  cost  with  typical  or  average  railway  ton-mile  freight 


receipts.  To  reach  an  estimate  of  transportation  cost  on  the  Erie 
Canal,  it  has  been  necessary  to  ascertain  three  items  in  that  cost: 
first,  fixed  charges  on  the  canal,  or  cost  of  capital ;  second,  cost  of 
maintenance;  third,  immediate  cost  of  transportation.  The  sum  of 
these  three  items  will  give,  fourth,  the  total  cost  of  transportation. 

The  Erie  Canal  is  a  product  of  state  enterprise,  paid  for  from 
funds  obtained  for  the  most  part  through  loans  made  by  the  State  of 
New  York.  These  loans  have  to  a  large  extent  been  repaid,  partly 
out  of  the  revenue  from  the  canal,  and  partly  from  sinking  funds 
established  and  built  up  through  taxation.  Because  of  this  liquida- 
tion of  the  canal  debt,  interest  charges  paid  by  the  state  on  behalf 
of  the  canal  have  till  recently  been  comparatively  small.  The  canal 
represents,  however,  the  investment  of  the  people  of  the  State  of  New 
York  in  a  transportation  plant,  just  as  a  railway  represents  an 
investment  on  the  part  of  its  stockholders  and  bondholders.  In 
ascertaining  canal  transportation  costs  that  shall  be  strictly  com- 
parable with  railway  transportation  costs,  it  will  therefore  be  neces- 
sary to  arrive  by  some  method  at  the  physical  value  of  the  Erie 
Canal  today  and  on  that  value  compute  fixed  charges,  representing 
interest  on  the  investment  and  depreciation. 

But  how  estimate  the  value  of  the  canal?  There  are  two  ways: 
first,  to  take  the  total  cost  of  construction  and  permanent  improve- 
ments to  date  or,  second,  to  make  a  physical  valuation  of  the  whole 
canal  property.  Clearly,  it  is  impossible  to  value  the  property  with- 
out a  careful  appraisal.  The  statement  so  frequently  made  during 
the  New  York  State  canal  campaign  of  1903  that  the  Erie  Canal,  as 
it  stood,  was  worth  more  than  the  total  amount  expended  on  it  since 
its  inception,  cannot  be  accepted  without  proof,  especially  as  value 
depends  so  definitely  on  performance.  The  canal  is  not  of  value 
except  as  a  canal,  and  as  a  canal  is  valuable  only  in  proportion  to 
the  service  rendered  by  it.  It  is  feasible,  however,  to  ascertain  the 
total  cost  of  construction  and  improvement  of  the  Erie  Canal  as  a 
measure  of  its  present  value. 

Complete  ofiicial  data  showing  the  cost  of  the  Erie  Canal  to  1905, 
the  year  when  work  on  the  new  barge  canal  was  commenced,  are  not 
available.  The  canal  auditor  of  the  State  of  New  York,  in  his  annual 
report  for  1882,  stated  the  total  cost  to  that  year  as  $49,592,000. 
From  1882  to  1905  a  number  of  special  appropriations  were  made  by 
the  New  York  legislature  for  the  purpose  of  improving  the  state 


7 

canals,  chiefly  by  deepening  the  channels  and  lengthening  the  locks. 
Among  these  appropriations  was  one  of  $9,000,000,  made  in  1895  for 
the  purpose  of  increasing  the  lock  capacity  and  depth  of  the  Erie, 
Ohamplain  and  Oswego  canals.  Of  the  amounts  spent  under  the 
latter  appropriation  up  to  July  15,  1898,  more  than  five-sixths,  or 
16,787,000,  was  expended  on  the  Erie  Canal.*  What  proportion  of 
the  other  appropriations  was  applied  to  the  Erie  Canal  it  is  not 
possible  to  ascertain,  but  the  share  of  that  canal  in  the  total  was 
considerably  over  one-half.  The  Greene  Committee  estimated  that 
the  cost  of  constructing  and  improving  the  Erie  Canal  down  to  1896 
had  amounted  to  |;56,165,000.t  It  is  probable,  therefore,  that  Hep 
burn's  estimate  of  $57,600,000$  as  the  total  cost  to  1905  is  well  under 
the  truth.  On  the  basis  of  $57,600,000,  the  cost  of  the  Erie  Canal 
up  to  1905  was  $163,600  a  mile,  which  may  be  compared  with  the 
cost  of  road  per  mile  of  the  four  main  trunk  lines  between  Buffalo 
and  New  York — New  York  Central,  Erie,  Lackawanna,  and  Lehigh 
Valley.  The  cost  of  road  per  mile  of  these  railways,  according  to  the 
reports  made  to  the  Interstate  Commerce  Commission  for  1905,  was 
as  follows: 

New  York  Central $181,250 

Erie    292,970 

Lackawanna 90,240 

Lehigh    Valley 60,490 

Average $212,716 

Canal  construction  is  far  more  expensive  than  is  ordinarily  appre- 
ciated, as  is  seen  from  the  foregoing  comparison. 

It  will  now  be  possible  to  estimate  the  total  cost  of  transportation 
on  the  Erie  Canal,  made  up  of  the  three  items  already  enumerated : 
cost  of  capital,  cost  of  maintenance,  and  immediate  cost  of  transpor- 
tation. 

First.  Cost  of  Capital:  Taking  four  per  cent  as  the  rate  of  upkeep 
on  the  Erie  Canal — an  item  intended  to  provide  for  interest  charges 
and  for  extraordinary  repairs  and  depreciation — and  using  a  con- 

*  Report  of  Committee  on  Canals  of  New  York  State,  1899,  p.  162.  This  com- 
mittee is  commonly  known  as  the  Greene  Committee. 

fReport,  p.  153. 

iA.  Barton  Hepburn :  Artificial  Waterways  and  Commercial  Development, 
p.  100. 


8 

servative  estimated  value  of  but  ?o5,000,000  for  the  canal  at  the 
present  time,  instead  of  the  $57,600,000  cited  above,  we  have  a  total 
annual  fixed  charge  of  $2,200,000.  This  amount  will  be  apportioned 
per  ton  mile  of  canal  traffic  in  1909  in  a  later  paragraph. 

Second.  Cost  of  Maintenance:  The  cost  to  the  state  of  New  York 
of  maintaining  the  Erie  Canal  in  1909,  according  to  data  contained 
in  the  annual  report  of  the  Superintendent  of  Public  Works  of  that 
state,*  amounted  to  $672,105.  This  amount  is  ascertained  by  adding 
to  the  $500,551  of  operating  expenditures  and  ordinary  repairs  a 
proportion,  obtained  by  pro-rating  on  the  basis  of  comparative  expense, 
of  the  total  general  and  division  expenses  of  the  canals  of  the  state. 
This  added  charge  covers  administrative  and  supervisory  expenses. 
The  reduction  of  this  item  of  maintenance  to  a  ton-mile  basis  will  be 
made  shortly. 

Third.  Immediate  Cost  of  Transportation:  This  is  composed  ot 
the  boatmen's  charges  for  conveyance.  Canal  boat  rates  vary  con- 
siderably with  the  season,  the  condition  of  traffic,  and  the  attitude 
of  the  boatmen.  There  are  so  few  owners  of  boats  on  the  Erie  Canal 
at  present  that  they  can  regulate  boat  rates  practically  at  will.  The 
actual  cost  incurred  by  the  boatmen  in  conveying  wheat  on  the  Erie 
Canal  was  estimated  by  the  Greene  Committee  of  1899t  at  1.75  mills 
per  ton  mile.  This  estimate  covers  interest  at  five  per  cent  on  invest- 
ment in  boatp^  all  expenses  for  wages  of  boathands,  and  repairs, 
deterioration  jmd  insurance  on  boats,  without  allowance,  however, 
for  profit  to  the  boatmen.  The  average  rate  on  wheat  from  Buffalo 
to  New  York  during  the  season  of  1909  varied  from  2.07  mills  per 
ton  mile!  in  July  to  3.33  mills  in  October  and  November;  and  on 
corn  from  1.87  mills  to  3.07  mills.  The  average  for  the  season  was 
2.60  mills  per  ton  mile  on  wheat  and  2.35  mills  on  corn.  These  rates 
differ  by  less  than  one-half  of  one  per  cent  from  the  average  of  the 
rates  reported  by  the  Superintendent  of  Public  Works  for  the  years 
1900  to  1909,  and  may  therefore  be  considered  as  representative. 
The  foregoing  rates  and  estimates  apply  to  grain  only.  For 
all  commodities  moved  on  the  canals  of  New  York  State,  the 
average  ton-mile  rate  between  1903  and  1907  was  2.00  mills. §     An 

♦Report  for  1909,  pp.  31-39. 

fReport  of  Committee  on  Canals  of  New  York  State,  1899,  p.  57. 
tAscertained  by  reducing  the  through  rate  per  bushel  to  a  ton-mile  basis. 
§Hepburn,  p.  104. 


estimate  of  2.00  mills  for  the  average  ton-mile  rate  on  the  Erie 
Canal  today  would  therefore  seem  to  be  a  reasonable  one.  This 
represents  the  immediate  charge  for  conveyance. 

Fourth.  Total  Cost  of  Transportation:  Of  the  three  components 
of  transportation  cost  so  far  discussed,  two  have  been  gross  amounts 
for  the  Erie  Canal  as  a  whole,  while  only  the  last  is  expressed  in 
terms  of  ton-mile  traflSc.  To  reach  a  figure  of  total  cost  per  ton  per 
mile  it  will  be  necessary  to  ascertain  the  total  ton  mileage  of  the 
traffic  on  the  Erie  Canal  in  1909,  and  reduce  the  first  two  amounts  to 
a  ton-mile  basis. 

Unfortunately,  no  ton-mileage  figures  are  reported  for  the  canal 
traffic  in  New  York  State  at  the  present  time.  It  will  be  necessary 
to  make  an  estimate  for  the  Erie  Canal  based  upon  the  reports 
of  tonnage  carried.  The  total  number  of  tons  of  freight  carried 
on  the  Erie  Canal  in  1909  was  2,031,307.  What  proportion  of  this 
was  through  freight  was  not  reported,  but  if  the  proportion  was 
the  same  as  in  1908,  then  436,731  tons  consisted  of  through  freight, 
and  1,594,576  tons  of  way  freight.  If  we  assume  that  way  freight 
was  carried  an  average  of  half  the  length  of  the  canal,  or  176  miles — 
which  is  a  liberal  assumption — and  that  all  the  through  freight  was 
carried  the  whole  length  of  the  canal,  or  352  miles,  we  have  a  total 
ton  mileage  of  435,000,000  for  1909. 

On  the  basis  of  435,000,000  ton  miles  of  traffic  in  1909,  the  fixed 
charges  or  cost  of  capital,  $2,200,000,  were  equivalent  to  5.06  mills 
per  ton  mile;  and  the  cost  of  maintenance,  $672,105,  to  1.55  mills 
per  ton  mile.  The  total  cost  of  transporting  one  ton  of  freight  one 
mile  on  the  Erie  Canal  in  1909  was  made  up,  then,  of  the  following 
items : 

Cost   of   capital 5.06  mills 

Cost  of  maintenance 1.55     " 

Immediate  cost  of  transportation 2.00      " 

Total    8.61  mills 

Thus  there  is  obtained  a  total  charge  for  canal  transportation  of 
8.61  mills  per  ton  mile,  directly  comparable  with  a  railway  freight 
rate.  What  railway  freight  rate  or  receipt  shall  be  quoted  in  com- 
parison with  this  8.61  mills  of  canal  cost?  By  the  four  principal 
railways  running  between  Buffalo  and  New  York  freight  receipts 


10 

per  ton  mile  in  1909  were  reported  to  the  New  York  State  Public 
Service  Commission  as  follows: 

New  York  Central 6.2  mills 

Erie   6.1     " 

Lackawanna 7.4      " 

Lehigh  Valley 6.4      " 

Whichever  one  of  these  various  railway  average  receipts  per  ton 
mile  be  taken,  the  cost  of  transportation  on  the  Erie  Canal  will  be 
found  to  exceed  it  by  from  sixteen  to  more  than  forty  per  cent.  Even 
when  compared  with  average  railway  receipts  for  the  whole  United 
States,  the  Erie  Canal  cost  of  transportation  is  considerably  the 
higher.  Thus  average  freight  receipts  per  ton  mile  in  1909,  for  all 
the  railways  of  the  United  States,  amounted  to  7.63  mills,  as  com- 
pared with  8.61  mills  of  cost  on  the  Erie  Canal.  For  specific  com- 
modities the  result  is  similar.  The  Interstate  Commerce  Commis- 
sion reports  that  average  railway  freight  receipts  in  1909,  for  four 
of  the  commodities  which  make  up  a  large  part  of  the  Erie  Canal 
traflSc,  were  as  follows : 

Grain    6.11  mills 

Lumber    7.70      " 

Anthracite  coal 6.03      " 

Bituminous  coal 5.12      " 

None  of  these  averages,  it  will  be  observed,  is  as  high  as  the  aver- 
age cost  of  transportation  via  the  Erie  Canal. 

All  this  is  true  despite  the  very  conservative  estimates  in  making 
up  the  figures  for  the  Erie  Canal — and  this  conservatism  is  worthy 
of  special  emphasis.  Thus  the  ton  mileage  estimate  used  is  probably 
too  large,  and  the  ton-mile  canal  rates  based  on  that  estimate  are 
correspondingly  low.  In  the  opinion  of  the  statistician  to  the  New 
York  Superintendent  of  Public  Works,  the  average  length  of  haul 
of  way  freight  over  the  Erie  Canal  is  not  over  100  miles,  yet  the 
estimate  here  adopted  is  176  miles.  Again,  four  percent  is  a  con- 
servative rate  for  depreciation  and  interest.  The  stock  and  bonds 
of  all  the  railways  in  the  United  States  in  1909  had  an  average  divi- 
dend and  interest  rate  alone  that  exceeded  four  per  cent,  and  an 
allowance  of  four  percent  for  both  interest  and  depreciation  charges 


11 

in  connection  with  the  Erie  Canal,  is,  in  comparison,  clearly  a 
minimum.  Finally,  the  estimate  of  value  of  the  Erie  Canal  property 
used  in  the  computation  is  considerably  lower  than  the  estimates  of 
the  Greene  Committee  and  of  other  careful  students  of  canal  history. 

Another  fact  that  must  be  recognized  in  a  comparison  of  railway 
and  canal  transportation  costs  is  that  the  grade  of  goods  shipped 
via  canal  is  far  inferior  to  that  shipped  via  railway.  The  goods  sent 
by  canal  are  heavier,  coarser,  of  less  value,  and  naturally  are  car- 
ried at  a  lower  average  rate.  Of  the  tonnage  carried  over  the  New 
York  canals  in  1909,  for  example,  nearly  a  third  (31.8%)  consisted 
of  stone,  rock,  lime  and  clay;  another  third  (3G.G%)  consisted  of 
coal,  iron  ore,  pig  iron,  boards,  timber,  pulp  wood  and  wood  pulp; 
while  a  fifth  (21.2% )  was  made  up  of  grain,  ice  and  salt.  It  is  clear 
that  an  average  railway  freight  rate  based  only  on  such  articles  as 
were  carried  by  the  Erie  Canal  in  1909  would  be  lower  than  the 
average  freight  rate  on  all  articles  carried  by  railways.  The  compu- 
tations made  above,  therefore,  result  in  an  average  canal  rate  lower 
than  if  the  grade  of  articles  carried  by  the  canal  averaged  as  high 
as  on  the  railways.  Notwithstanding  this,  the  average  canal  rate,  as 
has  been  shown,  is  actually  higher  than  the  highest  average  railway 
freight  receipt  quoted. 

One  cause  of  the  high  cost  of  transportation  on  the  Erie  Canal  is 
the  fact  that  the  canal  remains  idle  so  large  a  part  of  each  year. 
The  average  length  of  the  canal  season  is  223  days,  or  about  7Vo 
months.  During  the  remainder  of  the  year  the  plant  and  the  boats 
lie  practically  idle,  although  all  of  the  general  and  many  of  the 
maintenance  expenses  continue  without  change.  In  the  estimate  of 
the  Greene  Committee  regarding  the  actual  cost  of  transportation, 
allowance  was  made  for  this  period  of  idleness  by  computing  all 
expenses  on  the  basis  of  only  seven  round  trips  a  year — a  full  load 
on  the  down  trip  and  a  third  of  a  full  load  on  the  return.  But  in 
estimating  depreciation  and  interest  charges  no  such  allowance  can 
be  made — the  plant  is  in  existence  and  must  be  maintained,  whether 
in  operation  or  not.  Whether  or  not  this  long  period  of  idleness  each 
year  on  the  part  of  the  canal  is  responsible  for  a  large  or  a  small 
part  of  the  greater  cost  of  canal  as  compared  with  railway  trans 
portation,  it  is  an  inherent  feature  of  canal  business  in  the  state  of 
New  York  and  must  be  taken  into  account  when  comparing  the 
canals  and  railwavs  of  that  state. 


12 

This  study  has  been  limited  to  the  Erie  Canal  of  today,  all  the 
statistics  being  based  on  past  performances  of  record.  The  people 
of  the  state  of  New  York  are  now  engaged  in  spending  more  than 
$100,000,000  in  the  enlargement  and  improvement  of  the  canal  sys- 
tem of  their  state.  What  the  total  cost  of  transportation  on  the 
new  barge  canal  now  emerging  from  the  old  Erie  will  be,  no  one  is 
in  a  position  to  know  definitely.  The  Greene  Committee  of  1890 
estimated  the  cost  of  the  barge  canal  at  about  $60,000,000.  Already 
more  than  |100,000,000  has  been  voted  for  this  purpose,  with  the 
possibility  that  another  $19,000,000  will  be  required  for  terminals. 
The  Greene  Committee  also  made  an  estimate  of  the  cost  to  the  boat- 
men of  conveying  goods  through  the  barge  canal,  corresponding  to 
their  estimate  of  1.75  mills  on  the  old  Erie  referred  to  in  an  earlier 
paragraph.  The  estimate  on  the  barge  canal  was  0.52  mill.  Whether 
this  estimate  will  prove  to  be  approximately  accurate,  or  whether 
time  will  show  it  to  have  been  too  low,  no  one  at  the  present  time  can 
tell,  as  no  facts  exist  on  which  even  an  approximation  may  rest.  It 
is  clear,  however,  that  having  added  so  greatly  to  the  cost  of  the 
canal,  rates  must  be  much  lower,  or  volume  of  traffic  far  greater,  or 
cost  of  maintenance  and  repair  lower  in  proportion  to  volume  of 
traffic — one  or  all  of  these  must  result  before  the  total  cost  of  trans- 
portation on  the  new  Erie  will  fall  to  or  below  the  level  of  the 
average  railway  freight  rate. 

It  seems  clear,  then,  from  the  data  presented  in  the  foregoing 
pages,  that  the  transportation  of  goods  on  the  Erie  Canal  at  the 
present  time  is  a  more  expensive  process,  considered  from  the  broad- 
est point  of  view,  than  on  the  typical  or  average  American  railway, 
whether  or  not  that  railway  be  one  that  competes  directly  with  the 
canal. 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 


{Continued.) 

14,  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  April,  1911. 

15.  The   Conflict   Between  Federal  and  State  Regulation  of  the 

Railways. 

1ft.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 
United  States  for  May,  1911. 

17.  Railway  Wage  Increases  for  the  year  ending  June  30,  1911. 
Retrenchment  in  the  Railway  Labor  Force  in  191 1. 

1 8.  Capitalization  and  Dividends  of  the  Railways  of  Texas,  Year 

Ending  June  30,  1909. 

19.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  June,  1911. 

20.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  July,  191 1. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 


•,.iv^■.''■^>:^i'' 


W:^;t':J0MMi;J0^^4^^ 


BUREAU  or 
RAILWAY  ECONOMICS 


LOGAN  G.  Mcpherson  frank  haigh  dixon 


GMnparative  Railway  Statistics 

OF 

The  United  States 

The  United  Kingdom 

France  and 

Germany 


Bulletlfi  Ho,  24 

VASHINGTOH  a  C 
1911 


Comparative  Railway  Statistics 

OF 

The  United  States 

The   United  Kingdom 

France  and 

Germany 

For  1900  and  1909 


WASHINGTON.  D.  C. 
NOVEMBER,  1911. 


CONTENTS. 

Page 
Summary  5 

Text- 
Introduction  15 

I 

Railway  Mileage  in  Proportion  to  Population  and  Area 18 

II. 
Motive  Power  and  Equipment 21 

III. 
The  Utilization  of  the  Railways  25 

IV. 

Capitalization,  Revenues  and  Expenses 31 

Tables- 
Area  of  Population 37 

Mileage 38 

Equipment 40 

Traffic 42 

Capitalization,  Revenues  and  Expenses 46 


SUMMARY. 

For  the  reasons  stated  in  the  introduction  the  comparisons  in 
this  bulletin  are  in  the  main  between  the  railways  of  that  portion 
of  the  United  States  designated  by  the  Interstate  Commerce  Com- 
mission as  Group  II  (comprising  approximately  the  States  of  New 
York,  Pennsylvania,  New  Jersey,  Delaware  and  Maryland)  and  those 
of  the  United  Kingdom ;  between  the  railways  of  Group  II  and 
those  of  France;  between  the  railways  of  Group  II  and  those  of 
Prussia-Hesse,  wherein  are  the  more  important  railways  of  Ger- 
many. However,  if  the  comparison  be  extended  to  include  the  entire 
United  States,  it  will  set  forth  the  contrast  between  the  supply  and 
utilization  of  the  railway  facilities  of  the  country  as  a  whole  and 
the  supply  and  utilization  of  those  of  its  most  densely  populated 
section ;  and  as  the  comparison  of  the  utilization  is  on  a  per  mile 
of  line  basis  it  will  not  be  without  significance  if  extended  to  indi- 
cate the  contrast  between  the  United  States  as  a  whole  and  the 
respective  countries  of  Europe. 

The  more  essential  information  contained  in  the  text  and  the 
tables  is  broadly  and  roughly  summarized  in  the  following  para- 
graphs. As  pointed  out  there  can  be  no  exact  and  absolute  com- 
parison. 

Group  II  and  the  United  Kingdom: 

The  areas  of  Group  II  and  of  the  United  Kingdom  are  virtually 
of  the  same  extent. 

The  density  of  population  of  Group  II  is  but  half  that  of  the 
United  Kingdom. 

In  proportion  to  area  Group  II  has  a  greater  number  of  miles  of 
line,  but  the  miles  of  track  are  fractionally  less. 

In  proportion  to  population  Group  II  has  over  twice  as  maijy 
miles  of  line,  and  virtually  twice  as  many  miles  of  track. 

The  railways  of  Group  II,  with  number  of  freight  cars  per  mile  of 
line  only  about  two-thirds  of  that  of  the  United  Kingdom,  have  a 
freight  train'  density  about  thi-ee-fourths  as  great.  The  freight 
revenues  per  mile  of  lineare  over  one-fourth  greater  in  Group  II. 

The  railways  of  Group  II,  with  less  than  one-sixth  as  many  pas- 


senger  cars  per  mile  of  line,  have  a  passenger  train  density  about 
two-fifths  of  that  of  the  United  Kingdom ;  the  passenger  revenues 
per  mile  of  line  are  less  than  half  as  great. 

The  fact  that  passenger  mile  and  ton  mile  statistics  ai-e  not 
recorded  for  the  railways  of  the  United  Kingdom  prevents  a  more 
specific  comparison  of  the  utilization  of  its  railways. 

The  net  capitalization  per  mile  of  line  of  the  railways  of  Group 
II  is  not  available.    The  capitalization  per  mile  of  line  of  the  rail 
ways  of  the  United  States  is  less  than  one-fourth  that  of  the  rail- 
ways of  the  United  Kingdom  and  less  than  one-fifth  that  of  the 
railways  of  England  and  Wales  alone. 

Group  II  and  France: 

The  area  of  Group  II  is  but  little  more  than  half  as  large  as  that 
of  France. 

The  density  of  population  is  virtually  the  same  in  Group  II  and 
in  France. 

In  proportion  to  area  Group  II  has  one  and  five-sixths  times  the 
miles  of  line  of  France  and  over  one  and  four-fifths  times  the 
miles  of  track. 

In  proportion  to  population  Group  II  has  twice  as  many  miles 
of  line  and  almost  twice  as  many  miles  of  track. 

The  railways  of  Group  11,  with  freight  cars  per  mile  of  line  oue 
and  two-thirds  times  as  many  as  those  of  France,  have  a  freight 
train  density  over  oue  and  one-half  times,  and  a  freight  density 
nearly  four  and  one-half  times  as  great.  The  average  tons  per  freight 
train  are  nearly  two  and  three-fourth  times,  and  the  average  ton 
miles  per  inhabitant  are  over  eight  times  those  of  France,  while 
the  freight  revenues  per  mile  of  line  are  over  two  and  one-sixth 
times  as  great. 

The  railways  of  Group  II,  with  less  than  one-third  of  the  number 
of  passenger  cars  per  mile  of  line,  have  a  passenger  train  density 
nine-tenths  that  of  France,  a  little  over  nine-tenths  the  number 
of  passengers  per  train,  while  the  passenger  density  is  not  quite  three 
fourths  that  of  France.  The  passenger  miles  per  inhabitant  are 
one  and  one-third  times  and  the  passenger  revenues  per  mile  of 
line  about  one  and  one-tenth  times  as  great  as  for  France. 

The  capitalization  per  mile  of  line  of  the  railways  of  the  United 
States  is  considerably  less  than  half  that  of  the  railways  of  France. 


Group  II  and  Prussia -B esse: 

The  area  of  Group  II   is  about  four-fifths  as  large  as  that  of 
Prussia  Hesse. 

The  density  of  population  of  Group  II  is  about  three-fifths  of  that 
of  Prussia-Hesse. 

In  proportion  to  area  Group  II  has  one  and  one-third  times  the 
miles  of  line  and  nearly  one  and  one-third  times  the  miles  of  track. 

In  proportion  to  population  Group  II  hsis  considerably  more  than 
twice  as  many  miles  of  line  and  over  twice  as  many  miles  of  track. 

The  railways  of  Group  TI,  with  number  of  freight  cars  per  mile  of 
line  exceeding  that  of  Prussia-Hesse  by  about  one-fifth,  have  a 
freight  train  density  about  one- fourteenth  greater  and  a  freight 
density  over  twice  as  great.  The  average  tons  per  freight  train 
are  over  twice  and  the  average  ton  miles  per  inhabitant  nearly 
five  times  those  of  Prussia  Hesse,  while  the  freight  revenues  per 
mile  of  line  are  only  about  one-sixth  greater. 

The  railways  of  Group  II,  with  less  than  one-fourth  of  the  number 
of  passenger  cars  per  mile  of  line,  have  a  passenger  train  density 
about  three-fifths  that  of  Prussia-Hesse,  a  little  over  two-thirds  the 
average  number  of  passengers  per  train  and  a  passenger  density 
about  two  fifths  that  of  Prussia-Hesse.  The  passenger  miles  per 
inhabitant  are  only  fractionally  less,  and  the  passenger  revenues 
per  mile  of  line  are  about  six-sevenths  of  those  of  Prussia-Hesse. 

The  average  capitalization  per  mile  of  line  for  the  United  States 
is  but  little  more  than  half  that  of  Prussia-Hesse. 

The  United  States  and  Group  II: 

The  area  of  the  United  States  is  over  twenty-seven  times  as  large 
as  that  of  Group  II. 

The  density  of  population  of  the  United  States  is  but  one  sixth 
that  of  Group  11. 

In  proportion  to  population  the  United  States  has  a  little  more 
than  twice  as  many  miles  of  line  and  over  one  and  one-half  times 
as  many  miles  of  track.  In  proportion  to  area  the  United  States 
has  a  fraction  over  one-third  the  miles  of  line  of  Group  II  and  but 
little  over  one-fourth  the  miles  of  track. 

The  railways  of  the  United  States,  with  number  of  freight  cars  per 
mile  of  line  somewhat  over  one-third  of  that  of  Group  II,  have 


8 

a  freight  train  density  nearly  half  as  great  and  a  freight  density 
less  than  two-fifths  as  great.  The  average  tons  per  freight  train  are 
about  three- fourths,  the  ton  miles  per  inhabitant  over  four-fifths, 
while  the  freight  revenues  per  mile  of  line  are  less  than  one-half 
those  of  Group  II. 

The  railways  of  the  United  States,  with  less  than  two-fifths  the 
number  of  passenjjer  cars  per  mile  of  line,  have  a  passenger  train 
density  nearly  half  as  great,  nine-tenths  the  number  of  passengers 
per  train,  and  a  passenger  density  little  more  than  two-fifths  that 
of  Group  II.  The  passenger  miles  per  inhabitant  are  about  nine- 
tenths  and  the  passenger  revenues  per  mile  of  line  a  fraction  less 
than  one-half  those  of  Group  II. 

This  comparison  is  of  the  whole  United  States  including  Group 
II,  with  Group  II. 

The  United  States  and  the  United  Kingdom: 

The  area  of  the  United  States  is  twenty-four  times  as  large  as 
that  of  the  United  Kingdom. 

The  density  of  population  in  the  United  States  is  less  than  one- 
twelfth  that  of  the  United  Kingdom. 

In  proportion  to  area  the  United  States  has  a  fraction  over  two- 
fifths  the  miles  of  line  and  a  fraction  over  one-fourth  the  miles  of 
track  of  the  United  Kingdom. 

In  proportion  to  population  the  United  States  has  over  five  times 
the  miles  of  line  and  nearly  three  and  one-third  times  the  miles  of 
track. 

The  railways  of  the  United  States,  with  number  of  freight  cars  per 
mile  of  line  but  a  fraction  over  one-fourth  of  that  of  the  United 
Kingdom,  have  a  freight  train  density  over  one-third  as  great.  The 
freight  revenues  per  mile  of  line  are  over  one-half  as  great. 

The  railways  of  the  United  States,  with  less  than  one-sixteenth 
as  many  passenger  cars  per  mile  of  line,  have  a  passenger  train 
djensity  nearly  one-fifth  that  of  the  United  Kingdom,  and  passenger 
revenues  per  mile  of  line  less  than  one-fourth  as  great. 

TJw  United  States  and  France: 

The  area  of  the  United  States  is  about  fourteen  times  as  large 
as  that  of  France. 


The  density  of  population  in  the  United  States  is  about  one 
sixth  that  of  France. 

In  proportion  to  area  the  United  States  has  about  two-thirds  as 
many  miles  of  line  and  one-half  as  many  miles  of  track  as  France. 

In  proportion  to  population  the  United  States  has  over  four  times 
as  many  miles  of  line  and  over  three  times  as  many  miles  of  track. 

The  railways  of  the  United  States,  with  number  of  freight  cars  per 
mile  of  line  two-thirds  of  that  of  France,  with  an  aggregate 
freight  car  capacity  eight  times  as  great  in  proportion  to  popula 
tion,  have  a  freight  train  density  three-fourths  as  great  and  a 
freight  density  one  and  seven-tenths  times  as  great.  The  average 
tons  per  freight  train  are  over  twice,  and  the  ton  miles  per  inhabi- 
tant seven  times  those  of  France,  while  the  freight  revenues  per 
mile  of  line  are  virtually  the  same. 

The  railways  of  the  United  States,  with  over  one-ninth  of  the 
number  of  passenger  cars  per  mile  of  line,  have  a  passenger  train 
density  about  two-fifths  that  of  France,  about  six-sevenths  the 
number  of  passengers  per  train  and  a  passenger  density  somewhat 
less  than  one-third  that  of  France.  The  passenger  miles  per  inhabi 
tant  are  about  one-fourth  greater  and  the  passenger  revenues  per 
mile  of  line  somewhat  over  one-half  those  of  France. 

The  United  States  and  Prussia-Hesse: 

The  area  of  the  United  States  is  over  twenty  one  times  as  large 
as  that  of  Prussia-Hesse. 

The  density  of  population  of  the  United  States  is  a  fraction  over 
onB-tenth  that  of  Prussia-Heese. 

In  proportion  to  area  the  United  States  has  about  one-half  as 
many  miles  of  line  and  about  one-third  as  many  miles  of  track. 

In  proportion  to  population  the  United  States  has  nearly  five 
times  as  many  miles  of  line  and  over  three  times  as  many  miles  of 
track. 

The  railways  of  the  United  States,  with  number  of  freight  cars  per 
mile  of  line  one-half  of  that  of  Prussia  Hesse,  with  an  aggre 
gate  freight  car  capacity  more  than  five  times  as  great  in  proportion 
to  population,  have  a  freight  train  density  over  one-half  and  a 
freight  density  over  nine-tenths  as  great.  The  average  tons  per 
freight  train  are  pne  and  one-half  limes  and  the  average  ton  miles 


10 

per  inhabitant  four  times  those  of  Prussia-Hesse,  while  the  freight 
revenues  per  mile  of  line  are  only  a  fraction  over  half  as  great. 

The  railways  of  the  United  States,  with  slightly  over  one- twelfth 
of  the  number  of  passenger  ears  per  mile  of  line,  have  a  passenger 
train  density  less  than  one-third  that  of  Prussia-Hesse,  less  than 
two-thirds  the  average  number  of  passengers  per  train,  while  the 
passenger  density  is  a  fraction  under  one-fifth  as  great.  The  pas 
senger  miles  per  inhabitant  are  about  eight-ninths  and  the  pas- 
senger revenues  per  mile  of  line  about  two-fifths  those  of  Prussia 
Hesse. 

Among  the  striking  points  developed  by  these  comparisons  on  the 
per  mile  of  line  basis  are  the  different  relations  sustained  by  the 
freight  traflQc  and  the  passenger  traflSc  of  Group  II  and  of  the 
United  States  to  the  freight  traffic  and  the  passenger  traffic  of  the 
other  countries. 

With  freight  train  units  one  and  one  half  times  those  of  France, 
the  railways  of  Group  II  move  four  and  one-half  times  the  units  of 
freight,  but  receive  freight  revenues  only  two  and  one-sixth  times  as 
great.  With  freight  train  units  but  one-fourteenth  greater  than 
those  of  Prussia-Hesse  the  railways  of  Group  II  move  over  twice  the 
units  of  freight,  but  receive  freight  revenues  only  one-sixth  greater. 

With  freight  train  units  three-fourths  of  those  of  France  the  rail- 
ways of  the  United  States  move  one  and  seven-tenths  times  the  units 
of  freight,  while  the  freight  revenues  per  mile  are  virtually  the  same. 
With  freight  train  units  a  fraction  over  one-half  as  great,  the 
railways  of  the  United  States  move  nine-tenths  the  units  of  freight 
of  Prussia-Hesse,  while  the  freight  revenues  are  but  a  fraction  over 
half  as  great. 

With  passenger  train  units  nine-tenths  those  of  France,  the  rail- 
ways of  Group  II  move  only  three-fourths  the  number  of  passenger 
units,  but  receive  passenger  revenues  one  and  one-tenth  times  as 
great.  With  passenger  train  units  three-fifths  of  those  of  Prussia- 
Hesse,  the  railways  of  Group  II  move  about  two-fifths  the  number 
of  passenger  units  and  receive  passenger  revenues  six-sevenths  of 
those  of  Prussia-Hesse. 

With  passenger  train  units  about  two-fifths  those  of  France,  the 
railways  of  the  United  States  move  somewhat  less  than  one-third  of 
the  passenger  units  and  receive  passenger  revenues  somewhat  over 
one-half  as  great.    With  passenger  train  units  less  than  one-third 


11 

those  of  Prussia-Hesse,  the  railways  of  the  United  States  move  a 
fraction  under  one  fifth  of  the  passenger  units,  while  the  passenger 
revenues  are  about  two-fifths  those  of  Prussia-Hesse. 

It  is  repeated  that  these  comparisons  are  of  the  average  per- 
formance per  mile  of  line  and  have  no  relation  to  the  aggregate 
utilization  of  the  railways  for  any  of  the  countries  as  a  whole. 


TEXT 


INTRODUCTION. 

As  the  service  of  the  railways  of  a  country  is  intimately  related  to 
the  needs  of  the  people  of  that  country,  the  volume  of  traffic  in  large 
measure  is  determined  at  any  given  time  by  the  aggregate  of  the 
population  and  its  character.  As  the  population  may  be  dispersed 
over  an  extended  region  or  concentrated  in  a  small  area,  it  is  ap- 
parent that  the  extent  of  the  railways  and  the  characteristics  of 
their  service  are  related  to  the  distribution  of  the  population. 

The  serviceability  of  railways  is  to  be  viewed  in  the  light  of  both 
supply  and  demand. 

First,  what  is  the  proportion  of  miles  of  railway  to  the  population 
and  to  the  area  over  which  that  population  is  distributed ;  what  are 
the  facilities  for  moving  traffic,  the  number  and  power  of  locomo 
tives,  the  number  and  capacity  of  freight  cars  and  of  passenger 
cars? 

Second,  what  use  is  made  of  the  railways ;  what  is  the  number  of 
tons  of  freight  they  haul ;  what  is  the  average  number  of  ton  miles 
handled  per  mile  of  line;  what  are  the  average  ton  miles  in  propor- 
tion to  the  population  and  in  proportion  to  the  area  occupied  by  that 
population?  What  is  the  number  of  passengers  they  haul,  what  is 
the  average  number  of  passenger  miles  per  mile  of  line,  what  are  the 
passenger  miles  in  proportion  to  the  population  and  in  proportion 
to  the  area  occupied  by  that  population? 

A  light  is  cast  upon  the  economy  of  railway  operation  by  the 
number  of  tons  of  freight  hauled  per  freight  train,  and  the  num 
ber  of  passengers  hauled  per  passenger  train. 

The  pecuniary  relation  of  the  railways  to  the  country  they  serve 
is  revealed  by  their  capitalization  and  their  revenues. 

The  financial  status  of  the  railways  is  shown  by  the  relation  that 
their  expenses  for  operation  bear  to  their  earnings,  and  by  the  rela- 
tion of  their  net  earnings  to  their  capitalization. 

As  the  population  of  a  country  increases  its  traffic  increases,  and 
therefore,  other  things  equal,  its  railway  facilities  should  increase. 
A  series  of  comparisons  indicating  for  certain  intervals  the  increase 
in  population,  the  increase  in  miles  of  railway  and  in  facilities,  the 


16 

increase  in  freight  traflBc  and  in  passenger  traflSc,  may  indicate 
roughly  the  growth  in  the  industry  and  commerce  of  a  country. 
The  development  of  the  financial  status  of  the  railways  will  also  be 
indicated  if  this  comparison  include  the  changes  in  capitalization 
per  mile  and  in  revenues  and  expenses  per  mile. 

In  this  bulletin  an  attempt  is  made  to  present  for  the  important 
commercial  countries  the  fundamental  statistics  which  reveal  the 
railway  status,  and  to  demonstrate  thereby  the  comparative  serv- 
iceability, physical  efficiency  and  financial  condition  of  the  rail- 
ways of  these  countries. 

Although  their  areas  are  approximately  equal,  the  geographical, 
racial,  and  political  characteristics  of  the  United  States  and  of 
Europe  are  so  different  that  a  comparison  of  the  railway  facilities 
and  railway  service  of  the  total  areas  would  not  be  enlightening. 
The  less  advanced  sections  of  the  United  States  are  naturally  more 
prosperous  and  are  making  greater  progress  than  the  backward 
regions  of  Europe.  The  statistics  of  the  whole  United  States  are  not 
fairly  comparable  with  those  of  any  of  the  more  advanced  countries 
of  Europe  because  of  the  great  difference  in  area,  in  diffusion  of 
population,  and  in  general  development.  That  portion  of  the  United 
States  comprised  in  what  the  Interstate  Commerce  Commis- 
sion designates  as  Group  II,  which  consists  approximately  of 
the  States  of  New  York,  Pennsylvania,  New  Jersey,  Delaware, 
and  Maryland,  is  comparable  as  to  area,  population,  and  in- 
dustrial and  commercial  development  with  the  United  Kingdom, 
with  France,  and  with  Prussia-Hesse,  wherein  are  the  more  im- 
portant railways  of  Germany.  Therefore  in  this  bulletin  Group  II 
is  compared  with  each  of  these  countries  respectively  and  a  com- 
parison is  incidentally  afforded  of  each  of  these  countries  with  the 
other.  The  comparison  is  also  made  to  include  the  entire  United 
States  in  order  to  show  the  relation,  in  the  respects  referred  to,  of 
the  country  as  a  whole  to  Group  II  and  to  the  different  foreign 
countries. 

The  latest  data  available  for  the  United  Kingdom  and  for  Prus- 
sia-Hesse relate  to  the  year  1909.  For  France  there  are  no  more  re- 
cent returns  than  for  1908.  These  are  used  in  the  text  in  comparison 
with  the  data  of  other  countries  for  1909  in  the  belief  that  the  re- 
sults thereby  obtained  do  not  vary  more  than  a  negligible  degree 


17 

from  those  that  would  be  secured  were  the  French  statistics  for  1909 
available.  It  may  be  noted,  however,  that  from  the  detailed  tables 
following  the  text  may  be  obtained  a  comparison  for  the  different 
countries  for  the  year  1908.  Because  of  a  change  in  the  practice  of 
the  Interstate  Commerce  Commission  the  figures  throughout  the 
bulletin  that  apply  to  the  United  States  as  a  whole  and  to  Group  II 
are  based  upon  returns  which  for  the  years  1900  and  1905  include 
those  of  switching  and  terminal  companies,  but  for  the  years  1908 
and  1909  do  not  include  those  of  switching  and  terminal  companies. 

It  must  be  borne  in  mind  that  the  industrial  and  commercial  con- 
ditions of  the  United  States  and  of  these  various  countries  of 
Europe  widely  differ,  the  channels  of  traffic  are  of  different  character, 
the  volume  of  traflSc  is  differently  constituted  and  there  is  difference 
in  the  methods  of  keeping  accounts.  Therefore  there  can  be  no  exact 
and  absolute  comparison.  However,  for  such  items  as  have  been 
discussed,  it  is  not  thought  that  the  variance  from  exact  comparabil- 
ity impairs  the  essential  accuracy  of  the  broad  and  general  deduc- 
tions. Where  close  comparisons  are  impossible,  the  fact  has  been 
stated. 

The  small  tables  interspersed  in  the  text  immediately  following 
this  introduction  are  epitomized  from  the  more  elaborate  tables  on 
pages  87  to  47.  For  a  comprehensive  statistical  comparison 
the  reader  is  referred  to  these  tables.  In  connection  therewith  are 
many  qualifying  references  that  are  not  indicated  in  the  epitomized 
tables  or  the  accompanying  text. 

The  statistics  which  appear  in  this  bulletin  were  obtained  from 
the  annual  reports  on  Statistics  of  Railways  of  the  Interstate  Com- 
merce Commission,  the  annual  compilations  of  the  returns  of  the 
railways  of  the  United  Kingdom  to  the  Board  of  Trade,  the  annual 
railway  reports  of  the  French  Minister  of  Public  Works,  the  volum- 
inous abstracts  of  official  railway  returns  published  from  time  to 
time  in  the  Archiv  fiir  Eisenbahnwesen,  and  the  annual  reports  of 
the  Prussian  Minister  of  Public  Works.  The  unit  of  weight  is  the 
short  ton  of  2.000  pounds.  The  comj)ilations  based  ujjou  these  sta- 
tistics were  made  by  the  statistical  department  of  the  Bureau  of 
Railwav  Economics. 


18 


Railway  Mileage  in  Proportion  to  Population  and  to  Area. 

The  expression  ''density  of  population"  indicates  the  number  of 
persons  living  in  a  given  area.  The  average  density  of  population  of 
any  country  is  ascertained  by  dividing  the  total  population  by  the 
total  units  of  area,  for  each  of  which  the  average  density  is  desired. 
The  following  table  shows  the  density  of  population  per  square  mile: 


Population  per  square  mile. 

In  1909. 

Compared  with  1900. 

Group  II 

181.8 

persons 

increased  21.4  per  cent 

United  Kingdom 

370.8 

( ( 

increased    9.4 

France 

189.6 

( t 

decreased      .4 

Prussia-Hesse 

297.0 

1, 1 

increased  14.8 

United  States 

30.4 

( ( 

increased  18.9 

In  the  succeeding  tables  and  text,  "mile  of  line"  and  "mile  of 
track"  have  the  significance  that  is  customary  in  railway  parlance. 
By  a  ''mile  of  line"  is  meant  the  entire  roadway  for  a  distance  of 
one  mile  over  which  trains  are  operated.  Thus  a  railway  over  the 
ten  mile.s  from  A  to  B,  whether  it  be  composed  of  one,  two,  or  any 
other  number  of  tracks,  counts  as  ten  miles  of  line. 

By  a  "mile  of  track"  is  meant  one  track  for  the  distance  of  one 
mile  over  which  trains  are  operated.  Thus  if  a  railway  over  the 
ten  miles  from  A  to  B  has  four  tracks  for  the  entire  distance,  it 
would  count  as  forty  miles  of  track. 

The  number  of  miles  of  line  in  a  given  region  indicates  how  ex- 
tensively, and  the  number  of  miles  of  track  how  intensively,  it  is 
supplied  with  railways. 

In  the  comparisons  of  "mile  of  track"  only  main  tracks  are  used, 
siding  and  yard  tracks  being  excluded. 


Miles  of  line. 

In  1909. 

Group  II 

23,887 

United  Kingdom 

23,280 

France 

24,931 

Prussia-Hesse 

23,154 

United  States 

235,402 

Compared  with  1900. 

ncreased  10.0  per  cent 
ncreased    6.5 
ncreased    5.5 
ncreased  21.2 
ncreased  22.3 


19 


Miles  of  track. 

In  1909. 

Group  II 

33,558 

United  Kingdom 

39,622 

France" 

35,650 

Prussia-Hesae 

33,133 

United  States 

259,975 

a  First  and  sec6nd  tracks. 

Compared  with  1900. 

increased  15.4  per  cent 
increased  10.7        " 
increased    5.9        " 
increased  23.1 
increased  25.8        " 


Miles  of  line  per  10,000  inhabitants. 

Group  II 
United  Kingdom 
France 

Prussia-Hesse 
United  States 


In  1909.         Compared  with  1900 


12.18 
5.17 
6.35 
5.67 

26.05 


decreased  O.Jf.  per  cent 

decreased  2.6  per  cent 

increased  4.4 

increased  5.6 

increased  2.8 


i( 


Milesof  track  per  10,000  inhabitants.    In  1909.         Compared  with  1900. 


Group  II 
United  Kingdom 
France 

Prussia-Hesse 
United  States 


17.11  decreased  Ji..9  per  cent 

8.80  increased  1.1 

9.08  increas^ed  5.0 

8.11  increased  7.3         ' 

28.77  increased  5.8 


Miles  of  line  per  100  square  miles.  In  1909. 

Group  II  22.14 

United  Kingdom  19.18 

France  12.04 

Prussia-Hesse  16.83 

United  States  7.93 


Compared  with  loOO. 

increased  10.0  per  cenf 
increased    6.5 
increased    4.1 
increased  21.2 
increased  22. o 


Miles  of  track  per  100  square  miles.  In  1909. 

Group  II  31.11 

United  Kingdom  32.65 

France  17.22 

Prussia-Hesse  24.08 

United  States  8.76 


Compared  with  1900. 

increased  15.4  per  cent 
increased  10.7 
increased    4.6 
increased  23.1 
increased  25.8 


20 

Per  cent  of  line  having  two  or  more 

traclcs.  In  1909.      Compared  with  1900. 

Group  II  31.2  per  cent  27.0  per  cent 

United  Kingdom  55.8        "  55.6 

France  43.0       "  42.3 

Prussia-Hesse  42.3        "  40.5 

United  States  8.9       "  6.3 

That  one  country  has  a  greater  or  less  number  of  miles  of  line  or 
of  track  than  another  in  proportion  to  population  or  to  area  cannot 
alone  be  taken  as  a  criterion  of  the  relative  adequacy  of  the  supply 
of  railway  facilities.  In  the  aggregate  of  such  facilities,  number 
and  power  of  locomotives  and  number  and  capacity  of  cars  are 
factors  of  no  less  importance  than  miles  of  track.  The  demand  for 
transportation,  and  the  eflSciency  with  which  railway  facilities  are 
utilized  in  meeting  that  demand,  must  also  be  considered  in  de 
termining  the  adequacy  of  transportation  service.  It  should  be 
noted  that  while  a  greater  ratio  of  railway  mileage  to  population  or 
to  area  ordinarily  indicates  greater  responsiveness  to  transporta- 
tion demands,  it  may  not  inconceivably  signify  a  redundant  and 
excessive  supply  of  mileage. 


21 


II. 
Motive  Power  and  Equipment. 

While  both  locomotives  and  cars  are  frequently  considered  to  con- 
stitute the  equipment  of  a  railway  there  is  a  growing  practice  to 
designate  the  locomotives  as  motive  power,  and  the  cars  as  equip- 
ment. 


Locomotives  per  1 ,000  miles  of  line. 

In  1909. 

Compared  with  1900. 

Group  II 

561 

increased  24.9  per  cent 

United  Kingdom 

980 

increased    1.0 

France 

480 

increased    8.4 

Prussia-Hesse 

838 

increased  24.3 

United  States 

243 

increased  24.6 

Tractive  power,  not  number  of  locomotives,  furnishes  adequate 
data  for  comparison  of  motive  power  facility.  It  is  obvious  that  a 
locomotive  that  can  draw  one  thousand  tons  ought  not  to  count  the 
same  in  a  comparison  with  the  locomotive  that  can  draw  but  five 
hundred  tons.  Unfortunately,  however,  the  average  tractive  power 
per  locomotive  or  the  aggregate  tractive  power  of  all  locomotives  is 
not  ascertainable  except  for  the  United  States.  As  the  average 
freight  train  load  of  Group  II  is  over  twice  as  great  as  that  of 
Prussia-Hesse,  it  is  conservative  to  estimate  that  the  five  hundred 
and  sixty-one  locomotives  per  1,000  miles  of  line  of  Group  II  are 
capable  of  greater  service  than  the  eight  hundred  and  thirty-eight 
of  Prussia-Hesse,  and  that  the  increase  of  24.9  per  cent  in  the 
number  of  locomotives  in  Group  II,  and  of  24.6  per  cent  in  the  United 
States  as  a  whole,  represents  an  increase  in  motive  power  capacity 
considerably  greater  than  the  increase  of  24.3  per  cent  in  the  number 
of  locomotives  in  Prussia-Hesse.  The  conservatism  of  this  estimate 
is  supported  by  the  respective  average  capacity  of  freight  cars  and 
average  number  of  tons  per  freight  train,  given  in  following  para- 
graphs. 


s  of  all  kinds  per  1,000  mile  of 

line. 

In  1909. 

Group  II     . 

22,388 

United  Kingdom 

36,060 

France 

14,704 

Prussia-Hesse 

19,607 

United  States 

9,423 

22 


Compared  with  1900. 

increased  17.4  per  cent 
increased      .9 
increased  10.2 
increased  19.1 
increased  25.1 

In  Group  II,  the  increase  in  miles  of  line  for  1909  over  1900  was 
10  per  cent.  The  ratio  of  increase  in  number  of  cars  was  three- 
fourths  greater  than  the  increase  in  miles  of  line. 

In  the  United  Kingdom  the  increase  in  miles  of  line  was  6.5  per 
cent.  The  ratio  of  increase  in  the  number  of  cars  was  one-seventh 
as  great. 

In  France  the  miles  of  line  increased  5.5  per  cent  between  1900  and 
1908.  The  ratio  of  increase  in  the  number  of  cars  was  nearly  twice 
as  great. 

In  Prussia-Hesse  the  increase  in  miles  of  line  between  1900  and 
1909  was  21.2  per  cent.  The  ratio  of  increase  in  the  number  of 
cars  was  nine-tenths  as  great. 

In  the  United  States  as  a  whole  the  miles  of  line  increased  22.3 
per  cent  and  the  number  of  cars  in  a  greater  ratio  by  one-tenth. 

Passenger  and  freight  cars  per  1,000 
miles  of  line  in  1909. 

Group  II 
United  Kingdom 
France 

Prussia-Hesse 
United  States 

The  average  seating  capacity  of  passenger  cars  for  Group  II,  for 
the  United  Kingdom,  for  France,  and  for  the  United  States  is  not 
ascertainable.  The  average  for  the  passenger  cars  of  the  Pennsyl- 
vania Railroad  in  1909  was  63,  and  for  Prussia-Hesse  49.  The 
average  seating  capacity  for  Group  II  is  perhaps  slightly  lower  than 
for  the  Pennsylvania  Railroad,  and  that  for  the  United  States  as  a 
whole  still  lower.     It  is  safe  to  estimate  that  the  average  seating 


nger  Cars. 

Freight  Cars. 

375 

21,128 

2,270 

32,020 

1,159 

*12,811 

1,609 

*17,530 

136 

8,809 

♦Including  cars  in  company's  service. 


23 


capacity  of  the  passenger  cars  of  the  United  Kingdom  and  of  France 
is  lower  than  for  the  United  States. 

The  average  capacity  of  the  freight  cars  of  France  in  1908  was  13 
tons,  of  those  of  Prussia-Hesse  in  1909,  15.5  tons,  and  of  those  of  the 
United  States  35  tons.  There  are  very  few,  if  any,  freight  cars  in 
England  as  large  as  those  of  the  United  States,  the  freight  of  that 
country  being  carried  in  "waggons"  or  "trucks"  holding  from  4  to  8 
tons  each.  The  measure  of  the  total  freight  car  capacity  of  the  re- 
spective countries  is  afforded  by  the  following  table: 


Total  number  and  aggre- 
gate capacity  of  freight 
cars  in  1909. 

United  States 
United  Kingdom 
France 
Prussia-Hesse 


Total  number 

of  freight 

cars. 

2,071,338 

745,348 

*319,78S 

*405,900 


Aggregate  ca- 
pacity of 
freight  cars, 
tons. 


Freight  car 

capacity 

per  10,000 

inhabitants. 


73,137,546  8,093 

(Data  not  available) 
4,159,565  1,059 

6,280,260  1,537 


For  each  inhabitant  the  United  States  provides  seven  and  one- 
half  times  as  much  freight  car  capacity  as  France,  and  nearly  five 
and  one-half  times  as  much  as  Prussia-Hesse. 

It  is  true,  however,  that  the  canals  and  rivers  are  a  larger  factor 
in  the  conveyance  of  freight  in  both  France  and  Germany  than  they 
are  in  the  United  States.  Such  waterways  carry  about  one-seventh 
of  the  total  interior  freight  of. Germany  and  about  one-ninth  of 
that  of  France.  Therefore,  the  aggregate  capacity  of  the 
interior  watercraft  should  be  considered  in  arriving  at  the  aggre- 
gate capacity  of  the  freight  vehicles  of  these  countries.  The  ca- 
pacity of  the  inland  waterway  craft  in  France  in  1907  was  4,234,794 
tons  which,  added  to  the  capacity  of  the  freight  cars,  gives  an  aggre- 
gate capacity  of  8,394,359  tons,  or  2,138  tons  per  10,000  inhabitants. 
The  capacity  of  the  inland  waterway  craft  of  Germany  in  1907  was 
6,900,000  tons.  This  added  to  the  freight  car  capacity  of  Prussia- 
Hesse  gives  an  aggregate  freight  capacity  of  13,180,260  tons  or  3,226 
tons  per  10,000  inhabitants.  Therefore,  it  will  be  perceived  that  the 
freight  car  capacity  per  inhabitant  of  the  United  States  is  over 


•Including  cars  in  cojnpany's  service. 


24 

three  and  three-fourths  times  as  great  as  the  combined  capacity  per 
inhabitant  of  the  freight  cars  and  boats  of  France,  and  over  two 
and  one-half  times  as  great  as  the  combined  capacity  per  inhabitant 
of  the  freight  cars  and  boats  of  Prussia-Hesse.  The  aggregate  freight 
car  capacity  of  the  United  Kingdom  is  not  ascertainable. 

The  development  in  power  of  locomotives  and  capacity  of  freight 
cars  in  the  United  States  is  due  to  the  great  volume  of  long  haul 
traffic. 


25 

III. 
The  Utilization  of  the  Railways. 

Up  to  this  point  comparisons  of  the  serviceability  of  railways 
have  been  based  upon  their  facilities.  Further  light  is  thrown  upon 
that  serviceability  by  the  extent  to  which  these  facilities  are  utilized. 
If  railways  readily  move  all  of  the  traflBc  offered  to  them  the  statis- 
tics of  utilization  measure  both  the  extent  of  the  service  and  the 
demand  for  that  service.  It  is  widely  known  that  there  have  been 
periods  in  the  United  states  during  the  past  decade  when  the  rail- 
ways were  badly  congested,  when  their  facilities  were  not  equal  to 
the  immediate  demand.  However,  there  is  no  data  to  show  that 
all  of  the  traffic  offered  was  not  moved  sooner  or  later,  and  there  is 
no  means  of  ascertaining  with  approximate  accuracy  whether  such 
a  condition  has  existed  in  other  countries.  Therefore,  the  following 
comparisons  measure  the  extent  or  rather  the  degree  of  intensity  to 
which  the  railways  have  been  utilized,  and  in  the  absence  of  quali- 
fying information  may  be  accepted  as  a  measure  of  the  demand  upon 
them. 

The  performance  of  a  railway  is  measured  by  several  units.  One 
of  these  is 

The  train  mile.  This  is  constituted  of  the  run  of  one  train  for 
the  distance  of  one  mile.  The  total  number  of  miles  run  by  one 
train  counts  as  the  total  train  miles  for  that  train.  The  aggregate 
of  the  train  miles  of  all  trains  for  a  given  period  constitutes  the 
total  number  of  train  miles  for  that  period.  If  on  a  railway  fifty 
miles  long,  ten  trains  were  run  each  day  for  the  entire  length  there 
would  be  five  hundred  train  miles  a  day,  or  for  the  three  hundred 
working  days  of  the  year  a  total  of  one  hundred  and  fifty  thousand 
train  miles.  If  on  a  railway  one  hundred  miles  long  five  trains  were 
run  each  day  for  the  entire  length,  there  would  be  five  hundred  train 
miles  a  day,  or  for  the  three  hundred  working  days  of  the  year  a 
total  of  one  hundred  and  fifty  thousand  train  miles.  As  the  aggre- 
gate train  miles  in  these  two  illustrations  are  the  same  for  the  rail- 
way fifty  miles  long  and  for  the  railway  one  hundred  miles  long,  it 
is  obvious  that  the  intensity  of  train  performance  cannot  be  gauged 
simply  by  train  miles.  If  the  total  train  miles  be  Qivided  by  the 
number  of  miles  of  line,  the  quotient  indicates  the  average  number 


26 

of  train  miles  run  over  each  mile  of  road.  In  the  case  of  the  fifty- 
mile  road  the  train  miles  per  mile  of  line  would  be  three  thousand ; 
in  the  case  of  the  road  one  hundred  miles  long  the  train  miles  per 
mile  of  line  would  be  fifteen  hundred.  An  equivalent  expression  for 
train  miles  per  mile  of  line  is  train  density. 

Every  railway  carries  more  or  less  freight  for  its  own  use  and 
therefore  without  pay,  and  in  some  countries  both  freight  and  pas- 
sengers are  occasionally  carried  free  on  governmental  or  other  ac- 
count. As  such  gratuitous  service  does  not  increase  the  monetary 
receipts,  it  is  ordinarily  omitted  from  such  statements  as  appear  in 
this  bulletin.  Therefore,  the  term  "revenue  train  miles  per  mile  of 
line"  indicates  the  train  density  of  trains  that  have  added  to  the 
earnings. 

The  following  tables  show  the  density  for  all  trains  and  for 
freight  trains  and  passenger  trains  separately : 


Revenue  train  miles  per  mile  of  line.     In  1909.        Compared  with  1900. 

(Data  not  available) 
decreased    2.1  per  cent 
increased    2.2 
increased  19.7 
increased    2.6 


Compared  with  1900. 

decreased    5.3  per  cent 
decreased  19.8 
decreased    3.8 
increased    2.7 
decreased  '5.5 


Compared  with  1900. 

increased  11.2  per  cent 
increased  12.6 
increased    6.9 
increased  64.5 
increased  14.3 


Group  II 

9,715 

United  Kingdom 

18,009 

France 

9,317 

Prussia-Hesse 

12,164 

United  States 

4,726 

Freight  train  miles  per  mile  of  line. 

In  1909. 

Group  II 

4,930 

United  Kingdom 

6,607 

France 

3,203 

Prussia-Hesse 

4,594 

United  States 

2,417 

Passenger  train  miles  per  mile  of 

line. 

In  1909. 

Group  II 

4,642 

United  Kingdom 

11,332 

France 

5,129 

Prussia-Hesse 

7,570 

United  States 

2,150 

21 


No  difference  how  long  a  train  may  be  or  how  many  passengers  or 
tons  of  freight  it  may  carry,  it  counts  a  train  mile  for  every  mile  it 
runs.  Therefore,  a  decrease  in  the  number  of  train  miles  does  not 
necessarily  indicate  a  decrease  in  traffic.  It  may  indicate  that  a 
greater  quantity  of  traffic  is  being  carried  per  train,  and  therefore 
that  the  performance  from  the  standpoii.it  of  the  railway  is  more 
economical.  Of  late  years  the  railways  ii:i  piany  countries  have 
given  especial  attention  to  attaining  heavier  loads  per  train. 

Therefore  from  the  viewpoint  of  economical  operation,  the  serv 
iceability  of  a  railway  or  of  the  railways  of  a  country  is  to  be  judged 
by  the  Revenue  Train  Miles  per  Mile  of  Line  taken  in  connection 
with  certain  other  units.    One  of  these  is 

Ton  Miles  per  Mile  of  Line.  This  expression  is  aijialogous  to  train 
miles  per  mile  of  line.  Each  ton  carried  one  mile  counts  as  a  ton 
mile.  The  total  number  of  ton  miles  carried  for  a  year  constitutes 
the  aggregate  ton  mileage  for  that  year.  This  aggregate  ton  mileage 
divided  by  the  miles  of  line  gives  the  ton  miles  per  mile  of  line,  or 
the  density  of  freight  traffic. 


Ton  miles  per  mile  of  line. 

Group  II 

France 

Prussia-Ha^se 

United  States 


In  1909.  Compared  with  1900. 

2,451,841  increased  29.0  per  cent 

565,158  increased  18.0 

1,069,743  increased  20.3 

953,986  increased  29.7 


In  Group  II  the  density  of  freight  traffic  was  nearly  four  and  one 
half  times  as  great  as  in  France,  and  over  twice  as  great  as  in  Prus- 
sia-Hesse. The  fact  that  in  Group  TI  the  increase  of  29  per  cent  in 
the  density  of  freight  traffic  was  accompanied  by  a  decrease  of  5.3 
per  cent  in  the  number  of  freight  train  miles  per  mile  of  line,  and 
that  the  increase  in  freight  density  in  France  of  18  per  cent  was 
accompanied  by  a  decrease  of  3.8  per  cent  in  freight  train  miles  per 
mile  of  line  indicates  a  greater  intensive  use  of  motive  power  and 
equipment  in  each  of  these  countries,  that  is,  other  things  equal,  a 
greater  economy  in  operation. 

Another  measure  of  this  intensive  utilization  of  motive  power  and 
equipment  is  shown  by  the 


28 


;e  tons  per  freight  train. 

In  1909. 

Group  II 

479 

France 

177 

Prussia-Hesse 

233 

United  States 

363 

Compared  with  1900. 

increased  34.9  per  cent 
increased  22.9 
increased  42.9 
increased  34.0 


The  success  of  the  efforts  to  economize  in  operation  through  heavier 
loading  is  indicated  by  the  great  increase  in  the  average  train  load 
Secured  in  each  country.  It  is  significant  that  this  average  train 
load  in  Group  II  is  nearly  two  and  three-fourths  times  as  great  as 
in  France  and  over  twice  as  great  as  in  Prussia-Hesse.  The  more 
powerful  locomotives  and  larger  freight  cars  of  the  United  States 
are  a  great  factor  in  this  efficiency. 

It  will  be  perceived  that  in  each  country  which  shows  a  decrease 
in  the  freight  train  miles  per  mile  of  line  the  decrease  has  been  accom- 
panied by  an  increase  in  the  average  tons  per  freight  train  and  the 
average  ton  miles  per  mile  of  line;  that  is,  in  each  of  these  countries 
a  greater  freight  traffic  has  been  moved  with  fewer  freight  trains. 

An  index  to  the  volume  of  commerce  in  proportion  to  population  is 
afforded  by  the 


Average  ton  miles  per  inhabitant. 

In  1909. 

Group  II 

2,950 

France 

359 

Prussia-Hesse 

606 

United  States 

2,421 

Compared  with  1900. 

increased  15.5  per  cent 
increased  22.9       '• 
increased  24.7 
increased  30.0 


For  each  inhabitant  of  Group  II  over  eight  times  as  many  tons  of 
freight  are  moved  by  rail  as  for  each  inhabitant  of  France  and 
nearly  five  times  as  many  as  for  each  inhabitant  of  Prussia-Hesse. 

The  railways  of  the  United  States  as  a  whole  carry  for  each  in- 
habitant nearly  seven  times  as  many  ton  miles  as  are  carried  for  each 
inhabitant  of  France  by  its  railways,  and  four  times  as  many  as  are 
carried  for  each  inhabitant  of  Prussia-Hesse.  This  is  all  the  more 
remarkable  when  it  is  reflected  that  the  density  of  population  in 
the  United  States  is  less  than  one-sixth  of  that  in  France  and  only 
about  one-tenth  of  that  in  Prussia-Hesse. 

A  comparison  of  the  passenger  traffic  may  be  made  in  the  same 


29 


manner  as  that  of  the  freight,  that  is,  with  the  use  of  analogous 
units. 


Passenger  miles  per  mile  of  line. 

Group  II 
France 

Prussia-Hesse 
United  States 


In  1909.  Compared  with  1900. 

290,023  .increased  42.9  per  cent 

398,984  increased    8.1 

675,023  (Data  not  available) 

127,299  increased  62.8  per  cent 


It  will  be  perceived  that  in  Group  II  and  in  the  United  States  as  a 
whole  the  increase  in  the  passenger  miles  per  mile  of  line  was 
greater  than  the  increase  in  the  passenger  train  miles  per  mile  of 
line.  In  France  the  increase  in  passenger  density  was  slightly 
greater  than  the  increase  in  passenger  train  density. 

An  explanation  of  the  lower  density  of  passenger  traflBc  in  Group 
II  than  in  France  or  Prussia-Hesse  is  found  in  the  fact  that  in  pro- 
portion to  population  Group  II  has  twice  as  many  miles  of  line  as 
France,  and  considerably  more  than  twice  as  many  miles  of  line  as 
Prussia-Hesse.  The  significance  of  this  is  made  manifest  by  a  coih- 
parison  of  the 


Passenger  miles  per  inhabitant. 

Group  II 
France 

Prussia-Hesse 
United  States 


In  1909.  Compared  with  1900. 

347.5  increased  27.4  per  cent 

253.7  increased  13.0 

366.7  increased  49.8 

322.1  increased  52.7 


The  ratio  is  greater  for  Group  II  and  for  the  United  States  than 
for  France,  and  is  only  fractionally  less  for  Group  II  than  for 
Prussia-Hesse.  In  consideration  of  the  greater  ratio  of  passenger 
miles  per  inhabitant  in  Prussia-Hesse,  there  must  not  be  overlooked 
the  fact  that  the  component  parts  of  the  great  army  of  Germany 
are  in  frequent  movement  from  one  garrison  to  another  and  to  and 
from  the  often  recurring  reviews  and  maneuvers.  Moreover,  the 
passenger  traffic  of  the  countries  of  Europe  is  constituted  in  no 
small  measure  by  tourists  from  other  countries,  particularly  from 
the  United  States,  the  passenger  miles  of  this  tourist  traffic  swell- 
ing the  aggregate  which  is  credited  to  the  inhabitants  of  the  re- 
spective countries. 


30 


That  the  number  of  passengers  carried  per  train  increases  more 
rapidly  in  the  United  States  than  in  either  France  or  Prussia-Hesse 
is  shown  by  a  tabulation  of  the 


Average  Passengers  per  train. 

In  1909. 

Group  II 

60 

France 

65 

Prussia-Hesse 

85 

United  States 

54 

Connpared  with  1900. 

increased  27.7  per  cent 
increased    1.6 
increased    6.3 
increased  31.7 


The  inability  to  take  account  of  the  ton  mile  and  the  passenger 
mile  traffic  of  the  United  Kingdom  is  regretted.  Such  statistics  are 
not  compiled  by  any  of  the  railways  of  Great  Britain  except  that  the 
North  Eastern  Railway  of  England  compiles  freight  statistics. 


31 


IV. 


Capitalization,  Revenues  and  Expenses. 

The  capitalization  of  the  railways  of  the  United  States  is  the  net 
capitalization  per  mile  reported  by  the  Interstate  Commerce  Com- 
mission. In  arriving  at  this  amount,  the  stocks  and  securities  of 
one  railway  corporation  that  are  held  by  another  are  excluded  be- 
cause the  stocks  and  securities  so  held  are  ordinarily  covered  by  the 
capital  issues  of  the  holding  company.  This  net  capitalization  is  not 
ascertainable  for  Groui)  II.  There  is  probably  little  or  no  such  dupli- 
cation in  the  capital  issues  of  the  railways  of  foreign  countries. 


Capitalization  per  mile  of  line. 

United  States 
United  Kingdom 
France 
Prussia-Hesse 


In  1909.         Compared  with  1900. 

§59,259  (Data  not  available) 

274,766  increased    4.9  per  cent 

141,301  increased    5.8 

110,727  increased  12.9 


It  is  noteworthy  that  the  capitalization  per  mile  of  the  railways 
of  the  Ignited  States  is  but  little  more  than  half  that  of  the 
railways  of  Prussia-Hesse,  considerably  less  than  half  that  of  the 
railways  of  France,  and  less  than  one-fourth  that  of  the  railways  of 
the  United  Kingdom.  The  capitalization  of  the  railways  of  Eng- 
land and  Wales  alone  for  1909  was  |328,761  per  mile,  over  five 
times  as  great  as  that  of  the  United  States.  In  view  of  these  figures 
it  becomes  clear,  as  stated  by  General  Henry  S.  Haines,  that  the 
burden  of  proof  that  the  railway  system  of  the  United  States  is  not 
overcapitalized  does  not  rest  upon  the  railway  corporations. 


Operating  revenues  per  mile  of  line. 

Group  II 
United  Kingdom 
France 

Prussia-Hesse 
United  States 


These  operating  revenues  for  the  different  countries  are  not  ex- 
actly comparable  because  they  are  not  in  all  respects  similarly  con- 


In  1909. 

Compared  with  1900. 

822,021 

increased  33.3  per  cent 

23,135 

increased    5.1 

13,406 

increased    8.4 

21,056 

increased  20.7 

10,356 

increased  34.1 

32 

stituted.  In  Prussia-Hesse,  for  example,  certain  receipts  are  in- 
cluded in  revenues  from  operation  that  in  the  United  States  would 
be  classified  as  "other  income."  These  amount,  however,  to  less  than 
three  per  cent  of  the  total.  However,  the  relative  significance  of 
these  revenues  cannot  be  fully  appreciated  without  taking  into  ac- 
count the  volume  of  traflSc.  This  factor  is  included  in  the  comment 
upon  the  immediately  succeeding  tables. 


Freight  revenue  per  mile  of  line. 

In  1909. 

Compared  with  1900. 

Group  II 

$15,693 

increased  32.4  per  cent 

United  Kingdom 

12,433 

increased    4.4 

France 

7,196 

increased    8.2 

Prussia-Hesse 

13,580 

increased  17.1 

United  States 

7,184 

increased  31.4 

For  Group  II  the  freight  revenues  per  mile  of  line  are  about  25 
per  cent  greater  than  for  the  United  Kingdom. 

For  Group  II  the  freight  revenues  per  mile  of  line  are  over  twice 
as  great  as  for  France.  However,  as  already  noted,  the  ton  miles 
per  mile  of  line  are  nearly  four  and  one-half  times  as  great,  and  the 
ton  miles  in  proportion  to  population  are  over  eight  times  as  great. 

For  Group  II  the  freight  revenues  per  mile  of  line  are  one-sixth 
greater  than  for  Prussia-Hesse.  However,  the  ton  miles  per  mile 
of  line  are  over  twice  as  great  and  the  ton  miles  in  proportion  to 
population  nearly  five  times  as  great. 

These  comparisons  would  indicate  that  the  average  receipts  per 
ton  mile  are  lower  in  the  United  States  than  in  either  France  or 
Prussia-Hesse,  and  this  we  find  to  be  the  case.  For  Group  II  the 
average  receipts  per  top  per  mile  are  .65  cents,  that  is,  six  and  five- 
tenths  mills;  for  France  they  are  1.21  cents,  and  for  Prussia-Hesse 
1.24  cents.  The  average  receipts  per  ton  mile  for  the  one  railway  of 
England  that  compiles  such  statistics  are  2.30  cents,  but  this  in- 
cludes collection  and  delivery  of  certain  high  class  traflBc.  Because 
of  the  varying  transportation  conditions  in  the  countries  com- 
pared, the  average  receipts  per  ton  mile  must  not  be  accepted  as  an 
absolute  proof  of  the  relative  height  of  freight  rates  in  Europe  and 
the  United  States. 

A  similar  analysis  of  the  passenger  traflBc  and  the  passenger 
revenues  shows  a  different  condition. 


33 


Passenger  revenues  per  mile  of  line.  In  1909. 

Group  II  $4,884 

United  Kingdom  10,704 

France  4,418 

Prussia-Hesse  5,741 

United  States  2,395 


Compared  with  1900. 

increased  34.2  per  cent 
increased    5.9 
increased    4.1 
increased  24.3 
increased  42.5 


For  Group  II  the  passenger  revenues  per  mile  of  line  are  less  than 
half  of  those  of  the  United  Kingdom.  It  should  be  noted,  however, 
that  the  English  returns  of  passenger  revenues  cover  all  passenger 
train  traflSe,  and  include  receipts  from  baggage,  mail,  and  the  like. 

For  Group  II  the  passenger  revenues  are  about  ten  per  cent 
greater  per  mile  of  line  than  for  France.  The  passenger  miles  per 
mile  of  line  are  over  one-third  greater  in  France,  while  the  passenger 
miles  per  inhabitant  are  only  about  two-thirds  of  those  of  Group  II. 

For  Group  II  the  passenger  revenues  per  mile  of  line  are  about 
six-sevenths  of  those  of  Prussia  Hesse.    The  passenger  miles  per  mile 
of  line  are  less  than  one-half  those  of  Prussia-Hesse  and  the  pas 
senger  miles  are  about  five  per  cent  less  per  inhabitant. 

The  average  receipts  per  passenger  mile  in  Group  II  are  1.7  cents, 
in  France  1.11  cents,  and  in  Prussia-Hesse  .94  cents,  in  the  United 
States  as  a  whole  1.93  cents. 


Operating  expenses  per 

mile  of  line. 

In  1909. 

Compared  with  1900. 

Group  n 

$14,674 

increased  38.0  per  cent 

United  Kingdom 

14,833 

increased    7.9 

France 

7,765 

increased  15.6        " 

Prussia-Hesse 

14,527 

increased  40.1 

United  States 

6,851 

increased  37.2 

These  operating  expenses  for  the  different  countries  are  not  ex 
actly  comparable  because  they  are  not  in  all  respects  similarly  con 
stituted.    For  example,  in  Prussia-Hesse  rentals  and  certain  other 
items  are  included  in  operating  expenses  that  in  the  United  States 
are  charged  to  other  accounts. 

Although  in  the  United  Kingdom  there  were  nearly  twice  as  many 
train  miles  per  mile  of  line  as  in  Group  II,  the  operating  expenses 
per  mile  of  line  for  Group  II  are  only  fractionally  less. 


34 

Although  the  train  miles  per  mile  of  line  in  France  are  virtually 
the  same  as  in  Group  II,  the  operating  expenses  for  Group  II  per 
mile  of  line  are  nearly  twice  as  great. 

The  operating  expenses  per  mile  of  line  for  Group  II  are  sub- 
stantially the  same  as  for  Prussia-Hesse,  although  the  train  miles 
per  mile  of  line  are  a  fifth  less. 


Net  operating  revenue  per  mile  of 

line. 

In  1909. 

Group  II 

S7,347 

United  Kingdom 

8,302 

France 

5,641 

Prussia-Hesse 

6,529 

United  States 

3,505 

Compared  with  1900. 

increased  25.0  per  cent 

increased       .4 

decreased      .1 

decreased    7.6 

increased  28.4 

As  the  operating  revenues  and  the  operating  expenses  are  not 
exactly  comparable,  it  follows  that  the  net  operating  revenues  can 
not  be  closely  compared.  The  results  in  one  country  for  one  year  are 
of  course  comparable  with  the  results  in  the  same  country  for  an- 
other year. 

In  Group  II  the  increase  has  been  25.0  per  cent,  while  the  ton 
miles  per  mile  of  line  have  increased  29  per  cent  and  the  passenger 
miles  per  mile  of  line  42.9  per  cent. 

In  France  there  has  been  a  decrease  of  one  tenth  of  one  per  cent 
in  net  revenue  per  mile,  while  the  ton  miles  per  mile  of  line  have 
increased  18.0  per  cent,  and  the  passenger  miles  per  mile  of  line  8.1 
per  cent. 

In  Prussia-Hesse  there  has  been  a  decrease  of  7.6  per  cent  in  net 
revenue  per  mile,  while  the  ton  miles  have  increased  20.3  per  cent. 


TABLE* 


37 


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38 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900  1905  1908  1909 
Miles  of  line  operated  at  end 
of  fiscal  year,  single  track — 

United  States,  Group  II 21,717  23,281  23,697  23,887 

Per  cent  increase  over  1900  7.2  9.1  10.0 

United  Kingdom 21,855  22,847  23,205  23,280 

Per  cent  increase  over  1900  Jf..5  6.2  6.5 

France 23,639  24,597  24,931  

Per  cent  increase  over  1900  1^.1  5.5  

Prussia-Hesse 19,102  21,629  22,657  23,154 

Per  cent  increase  over  1900  13.2  18.6  21.2 

United  States,  All  groups....  192,556  216,974  230,494  235,402 

Per  cent  increase  over  1900  12.7  19.7  22. S 


Total  miles  of  track — all  main 
tracks — 

United  States,  G  roup  II 29 ,  084 

Per  cent  increase  over  1900 

United  Kingdom  "35 ,  804 

Per  cent  increase  over  1900 

France 33,650 

Per  cent  increase  over  1900 

Prussia-Hesse 26,911 

Per  cent  increase  over  1900 

United  States,  All  groups...  206, 63i 
Per  cent  increase  over  1900 

a  Partially  estimated. 


32,119 

33,222 

33,558 

10. ^ 

H.2 

15.  I^ 

38,431 

39,316 

39,622 

7.S 

9.8 

10.7 

35,047 

35,650 

A. 2 

5.9 

30,132 

32,316 

33,133 

12.0 

20.1 

2S.1 

236,855 

254,193 

259,975 

U.6 

2S.0 

25.8 

Per  cent  of  line  having  two  or 

more  tracks- 

United  States,  Group  II 

27.0 

29.4 

30.9 

31.2 

United  Kingdom 

55.6 

55.6 

55.7 

55.8 

France  

42.3 

42.5 

43.0  .. 

Prussia-Hesse 

40.5 
6.3 

38.6 
7.9 

41.8 
8.8 

42.3 

United  States,  AU  groups  ... 

8.9 

39 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900             1905  1908  1909 

Total  miles  of  line  per  100 
square  miles — 

United  States,  Group  II 20.13         21.58  21.97  22.14 

Per  cent  increase  over  1900  7 .2  9.1  10.0 

United  Kingdom  18.01         18.82  19.12  19.18 

Per  cent  increase  over  1900  4^.5  6 .2  6 .5 

France 11.57         12.04  12.04  

Per  cent  increase  over  1900  4..1  U-1  

Prassia-Hesse 13.89         15.72  16.47  16.83 

Per  cent  increase  (wer  1900  IS .2  18.6  21.2 

United  States,  All  groups...  6.48          7.30  7.76  7.93 

Per  cent  increase  over  1900  12.7  19.7  22. S 

Total  miles  of  track  per  100 
square  miles — 

United  States,  Group  II 26.96        29.77  30.80  31.11 

Per  cent  increase  over  1900  10. U  lJt..2  15. If. 

United  Kingdom  "29.50        31.66  32.39  32.65 

Per  ceni  increase  over  1900  7 .S  9.8  10.7 

France 16.47         17.15  17.22  

Per  cent  increase  over  1900  4.. 2  4.. 6  

Prussia-Hesse 19.56        21.90  23.49  24.08 

Per  cent  increase  over  1900  12.0  20.1  23. 1 

United  States,  All  groups  ...  6 .  96          7 .  97  8 .  56  8 .  75 

Per  cent  increase  over  1900  I4..6'  23.0  25.8 

a  Partially  estimated. 

Population  per  square  mile- 
United  States,  Group  II 149.8         167.6  178.3  181.8 

Per  ceni  increase  over  1900  11.9  19.0  21. U 

United  Kingdom 339.1         356.1  367.0  370.8 

Per  ceni  increase  over  1900  5 .0  8.2  9.J^ 

France 190.4         192.0  189.6  

Per  cent  increase  over  1900  .8  *.4  

Prussia-Hesse 258.8        279.9  292.7  297.0 

Per  ceni  increase  over  1900  8.2  IS.  1  I4..8 

United  States,  All  groups...  25.6          28.3  29.9  30.4 

Per  cent  increase  over  1900  10.5  16.8  18.9 

•Decrease. 


40 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900            1905  1908            1909 
Miles  of  line  per  10,000 
inhabitants- 
United  States,  Group  II 13.44        12.88  12.32        12.18 

Per  cent  increase  over  1900  *4..2  *8.3           *9.^ 

United  Kingdom  5.31           5.29  5.21          5.17 

Per  cent  increase  over  1900  *  -U  *1.9           *2.6 

France 6.08           6.27           6.35  

Per  cent  increase  over  1900  3.1             Ji-.J^.  

Prussia-Hesse 5.37          5.62  5.63          5.67 

Per  cent  increase  over  1900  4-^  4-<^             5.6 

United  States,  AU  groups...  25.34        25.84  25.96        26.05 

Per  cent  increase  over  1900  2.0  2.Ji.             2.8 

Total  miles  of  track  per  10,000 
inhabitants- 
United  States,  Group  II 18.00        17.77  17.28        17.11 

Per  cent  increase  over  1900  *1.3  *4..0           *4..9 

United  Kingdom  "8.70          8.89  8.83          8.80 

Per  cent  increase  over  1900  2.2  1.5             1.1 

France 8.65          8.93          9.08  

Per  cent  increase  over  1900  3.2            5.0  

Prussia-Hesse 7.56          7.83  8.03          8.11 

Per  cent  increase  over  1900  3.6  6.2             7.3 

United  States,  All  groups...  27.19        28.20  28.63        28.77 

Per  cent  increase  over  1900  3.7  5.3             5.8 

a  Partially  estimated. 

Locomotives  per  1,000  miles 
of  line- 
United  States,  Group  II 449             507  563            561 

Per  cent  increase  aver  1900  12.9  25.4.          2^.9 

United  Kingdom 970            980  980            980 

Per  cent  increase  over  1900  l.O  1.0             1.0 

France 443            452            480  

Per  cent  incr ease  oner  1900  2.0             8. 4  

Prussia-Hesse 674             711  '*816           *838 

Per  cent  increase  (yver  1900  5.5  21.1           21^.3 

United  States,  AU  groups...  195            223  246            243 

Per  cent  increase  wer  1900  U.4  26.2           2U.6 

a  Includes  an  appreciable  number  of  motor  wagons  (Triebwagen). 

•Decrease. 


20,098 

23.028 

22,388 

5.U 

20.7 

17. J^ 

35,750 

36,190 

36,060 

a 

l.S 

.9 

13-595 

14,704  . 

1.9 

10.2  . 

16,687 

19,332 

19,607 

l.A 

17.5 

19.1 

8,494 

9,680 

9,423 

12.7 

28.5 

25.1 

41 

TABULAR  COMPARISON    OF   RAILWAY   STATISTICS 

(continued) 

1900  1905  1908  1909 

Cars  (all  kinds)  per  1,000  miles 
of  line — 

United  States,  Group  II 19,077 

Per  cent  incrense  aver  1900 

United  Kingdom  35,740 

Per  cent  increase  over  1900 

France 13,347 

Per  ceni  increase  over  1900 

Prussia-Hesse 16 ,  458 

Per  cent  increase  aver  1900 

United  States,  All  groups...       7,535 

Per  cent  increase  over  1900 

a  Less  than  one-tenth  of  one  per  cent. 

Average  capacity  of  freight  car 
(tons) — 

United  States,  Group  II 

Per  cent  increase  over  1900 
United  Kingdom  

Per  cent  increase  over  1900 

France  11.2 

Per  cent  increase  over  1900 

Prussia-Hesse 14.1 

Per  cent  increase  over  1900 

United  States,  All  groups 

Per  cent  increase  over  1905 

Average  seating  capacity  of 
passenger  car — 

United  States,  Group  IIV..  57  59  '62  63 

Per  ceni  increase  over  1900  S .5  8.8  10.5 

United  Kingdom  

Per  cent  increase  over  1900  

France 

Per  cent  increase  over  1900  

Prussia-Hesse 46  48  49  49 

Per  cent  increase  over  1900  Jf.S  6 .5  6.5 
United  States,  All  groups 

Per  cent  increase  over  1900  

a  Pennsylvania  Railroad  only. 


12.2 

13.0  .., 

16.1  .. 

8.9 

14.7 

15.3 

15.5 

I^.S 

8.5 

9.9 

31.0 

35.0 

35.0 

12.9 

12.9 

42 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900              1905  1908  1909 
Revenue  train  miles  per  mile 
of  line  — 

United  States,  Group  II 10,217  9,715 

Per  cent  increase  over  1908  * lf.9 

United  Kingdom 18,397         17,548  18,237  18,009 

Per  cerU  increase  over  1900                                *J^.6  * .9  *2.1 

France 9,112           8,612  9,317     

Per  cent  increase  over  1900                               *5 .5  2.2     

Prussia-Hesse 10,166         11,724  12,489  12,164 

Per  cent  increase  over  1900                                 15.3  22.9  19.7 

United  States,  All  groups...          4,605           4,786  4,899  4,726 

Per  cent  increase  over  1900                                  3.9  6.4  2.6 

Ton  miles  per  mile  of  line- 
United  States,  Group  II 1,900,578  2,200,872  2,565,154  2,451,841 

Per  cent  increase  over  1900                                 15.8  35 .0  29 .C 

United  Kingdom" 739,466  808,857  814,71? 


Per  cent  increase  over  1905  9 .If  10. 


France 478,920      491,955       565,158     

Per  cent  increase  over  1900  2.7  18.0     

Prussia-Hesse 889,441       988,157  1,028,503  1,069, 74^ 

Per  cent  increase  over  1900  11.1  15.6  20.1 

United  States,  All  groups. . .  735 ,  352       861 ,  396      974 ,  654  953 ,  986 

Per  cent  increase  over  1900  17.1  32.5  29.") 
a  North  Eastern  Railway  only. 

Average  tons  per  freight  train — 

United  States,  Group  II v..  355              412  464  47^ 

Per  cent  i^rease  over  1900  16.1  30.7  3^.^ 

United  Kingdom" 107  116  12^ 

Per  cent  hwrease  over  1905  S.Jf.  15 .L 

France 144              173  177     

Per  cent  increase  over  1900  20.1  22.9     

Prussia-Hesse '163             "159  210  231 

Per  cent  increase  over  1900  *2.5  28.8  4^.i 

United  States,  All  groups"  ..  271               322  352  361 

Per  cent  increase  over  1900  18.8  29.9  SJf.( 

a  Mixed  train  miles  included  in  divisor. 
b  North  Eastern  Railway  only. 

•Decrease 


43 

TABULAR  COMPARISON  OF   RAILWAY    STATISTICS 

(continued) 

1900  1905  1908  1909 

Average  haul  per  ton  (miles)— 

United  States,  Group  II 110.9         114.0         i;>,0.()         130.3 

Per  rent  increase  over  7900  3.3  J7 .8  17.5 

United  Kingdom" 22.7  23.2  23.1 

Per  cent  increase  over  1905  2.2  1.8 

France 81.1  79.0  81.0  

Per  cent  increase  over  1900  *2 .6  * .1   

Prussia-Hesse 73.1  69.(5  69. 5  69.0 

Per  ceiU  increase  over  1900  *4.8  *4..9  *5.6 

United  States,  All  groups  (as 

asystem) 242.7         237.6         253.9         251.1 

Per  cent  imrease  over  1900  *2.1  If. 6  3.5 
United  States  (average  rail- 
way)         130.9         130.6         143.8         141.9 

Per  cent  increase  over  1900  * .2  9.9  8.4- 

a  North  Eastern  Railway  only. 

Receipts  per  ton  per  mile 

(cents)— 

United  States,  Group  II 61 

Per  cent  increase  over  1900 
United  Kingdom"  

Per  cent  increase  over  1905 

France 1.32 

Per  cent  increase  over  1900 

Prussia-Hesse"  1.24 

Per  cent  increase  over  1900 
United  States,  All  groups...  .73 

Per  cent  increase  over  1900 
a  North  Eastern  Railway  only. 

b    Excluding  receipts  from  miscellaneous  sources  (Nebenertr'aige),  for  which 
ton-mileage  figures  are  not  given. 

Ton  miles  per  inhabitant- 
United  States,  Group  II 2,554         2,826         3,125         2,950 

Per  cent  increase  over  1900  10.7           22.  Jf.           15.6 

United  Kingdom  

Per  cent  increase  over  1900  

France 292  309  359  

Per  cent  increase  over  1900  5.8  22.9  

Prussia-Hesse 486             555             579             606 

Per  cent  increase  over  1900  14..2           19 .1           2^.7 

United  States,  All  groups...  1,863         2,220         2,460         2,421 

Per  cent  increase  over  1900  19 .2          32.0          30.0 

•Decrease. 


.66 

.64 

.65 

8.2 

A. 9 

6.6 

2.36 

2.31 

2.30 

*2.1 

*2.5 

1.27 

1.21  .. 

*,?.<? 

*8.3  .. 

1.25 

1.24 

1.24 

.8 

0.0 

0.0 

.77 

.75 

.76 

5.5 

2.7 

A-1 

44 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900  1905  1908  1909 

Passenger  miles  per  mile  of 

line- 
United  States,  Group  II 202,902     255,718     304,163    290,023 

Per  cent,  increase  over  1900                           26.0           Ji9 .9           Jf^.9 
United  Kingdom 

Per  cent  increase  over  1900  

France 369,021     357,574     398,984  

Per  cent  increase  over  1900  *S.l  8.1  

Prussia-Hesse 627,032     675,023 

Per  cent  increase  over  1908  7 . 7 

United  States,  All  groups...     83,290     109,949     130,073     127,299 
Per  cent  increase  over  1900  32.0  56.2  52.8 

Average  passengers  per  train- 
United  States,  Group  11"  ...  47 

Per  cent  increase  over  1900 
United  Kingdom  

Per  cent  increase  over  1900 
France 64 

Per  cent  increase  over  1900 

Prussia-Hesse "80 

Per  cent  increase  over  1900 

United  States,  All  groups*..  41 

Per  cent  increase  over  1900 

a  Mixed  train  miles  included  in  divisor. 

Average  journey  per  passenger 
(miles)— 

United  States,  Group  II 20.7 

Per  cent  increase  ovei  1900 
United  Kingdom, 

Per  cent  increase  over  1900 
France 19.3 

Per  cent  increase  over  1900 
Pnisaia-Hesse 15.0 

Per  cent  increase  over  1900 
United  States,  All  groups...         27.8 

Per  cent  increase  over  1900 

•Decrease. 


55 

62 

60 

17.0 

31.9 

27.7 

62 

65  .. 

*3.1 

1.6  .. 

"78 

79 

85 

*2.6 

*1.2 

6.3 

48 

54 

54 

17.1 

31.7 

31.7 

21.6 

23.0 

22.8 

J^.S 

11.1 

10.1 

19.8 

20.8  .. 

7 .8  .. 

2.6 

14.6 

14.3 

14.4 

*2.7 

*4.7 

*4.o 

32.2 

32.9 

32.8 

15.8 

18.3 

18.0 

45 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900  1905  1908  1909 

Receipts  per  passenger  per  mile 

(cents)— 

United  States,  Group  II 1 .  79  1 .  72  1 .  69  1 .  70 

Per  cent  increase  over  1900  *3.9  *5 .6  *5 .0 

United  Kingdom  

Per  cent  increase  over  1900  

France 1.16  1.15  1.11   


Per  cent  increase  over  1900  * .9           *j^,S  

Prussia-Hesse 1.01             .95  .90             .94 

Per  cetvt  increase  over  1900  *5.9  *10.9           *6.9 

United  States,  All  groups...  2.00          1.96  1.94           1.93 

Per  cent  increase  over  1900  *2.0  *S.O           *S.5 

Passenger  miles  per  inhabitant- 
United  States,  Group  II 272.7         328.5  368.1         347.5 

Per  cent  increase  over  1900  20.5  35.0          ^  .4. 

United  Kingdom  

Per  cent  increase  over  1900  

France 224.6         224.3         253.7  

Per  cent  increase  over  1900  *  .1           13.0  

Prussia-Hesse 244.8        299.5  339.5        366.7 

Per  cent  increase  over  1900  22.3  38.7          j^9.8 

United  States,  All  groups  ...  211.0        283 . 4  327 . 6        322 . 1 

Per  cent  increase  over  1900  3/f .  3  55 . 3           52 . 7 

Average  trips  per  inhabitant- 
United  States,  Group  II 13.2           15.2  16.2           15.5 

Per  cent  increase  over  1900  15.2  22.7           17 .U 

United  Kingdom'*  27.8          27.7  28.7          28.1 

Per  cent  increase  over  1900  * .4.  3.2             1.1 

France 11.7           11.3          12.2  

Per  cent  increase  over  1900  *3 .4.            4.3  

Prussia-Hesse 16.3          20.4  23.7          25.4 

Per  cent  increase  over  1900  25.2  45 .4          55.8 

United  States,  All  groups...  7.6            8.8  10.0            9.9 

Per  cent  increase  over  1900  15.8  31.6           30.3 
a  Excludes  trip.s  on  season  and  periodical  tickets. 

•Decrease. 


46 

TABULAR  COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900  1905  1908  1909 

Capitalization  per  mile  of  line — 

United  States,  Group  II 

Per  cent  increase  over  1900  

United  Kingdom $261,863  $271,069  $274,842  $274,766 

Per  cent  increase  over  1900  3.5            5.0  If.. 9 

France'^ 133,583  138,053  141,301  

Per  cent  increase  over  1900  3.4-            5.8  

Prussia-Hesse 98,050  100,062     108,293  110,727 

Per  cent  increase  over  1900  2.1           10.  Jf.  12.9 

United  States,  All  groups"   57,201       59,259 

Per  cent  increase  over  1908  3 . 6 

a  "Cost  of  construction."  b  Net  capitalization. 


Total  revenue  per  revenue 
train  mile — 

United  States,  Group  II 

Per  cent  increase  over  1908 

United  Kingdom $1.20         $1.28 

Per  cent  increase  over  1900  6 . 7 

France 1.35           1.43 

Per  cent  increase  over  1900  5 . 9 

Prussia-Hesse 1.60           1.52 

Per  cent  increase  over  1900  *5 . 0 

United  States,  All  groups  ...  1 .  66           1 .  98 

Per  cent  increase  over  1900  19 .  S 


;2.24 

$2.26 

.9 

1.27 

1.28 

5.8  ■ 

6.7 

1.43  .. 

5.9  

1.50 

1.61 

*6.2 

.6' 

2.11 

2.17 

27.1 

30.7 

Ratio  of  passenger  to  total 
revenues  (per  cent) — 

United  States,  Group  II 22.0  21.7  22.4           22.2 

United  Kingdom  38.5  38.3  38.5           37.9 

France" 34.3  33.0  32.9  

Prussia-Hesse 27.6  27.5  28.2           28.6 

United  States,  All  groups...  21.8  22.7  23.7           23.3 

a  "Grande  Vitesse"  train  revenues, -which  correspond  roughly  to  passenger 
service  train  revenue  in  the  United  States. 

♦Decrease. 


47 

TABULAR   COMPARISON  OF  RAILWAY  STATISTICS 

(continued) 

1900  1905  1908  1909 
Operating  revenues  per  mile 
of  line"  — 

United  States,  Group  II $16,514  $20,752  $22,915  $22,021 

Per  cent  increase  over  1900  25.7  S8.8  S3. 3 

United  Kingdom  22,011  22,391  23,184  23,135 

Per  cent  increase  over  1900  1.7  5.3  5.1 

France 12,363  12,364  13,406  

Per  cent  increase  over  1900  h  8. If  

Prussia-Hesse 17,440  19,171  20,221  21,056 

Per  cent  increase  over  1900  9.9  15.9  20.7 

United  States,  All  groups...       7,722  9,598  10,491  10,356 

Per  cent  increase  over  1900  2 If  .3  35.9  34..  1 

a  Figures  are  not  strictly  comparable  as  between  the  different  countries, 
owing  to  variations  in  accounting  methods. 

d  Less  than  one-tenth  of  one  per  cent- 
Operating  expenses  per  mile  of 

Ilne<»  — 

United  States,  Group  II $10,635  $13,671  $15,972  $14,674 

Per  cent  increase  over  1900  28.5  50.2  38.0 

United  Kingdom 13,743  14,157  15,159  14,833 

Per  cent  increase  over  1900  3.0  10.3  7 .9 

France 6,717  6,455  7,765  

Per  cent  increase  over  1900  *3.9  15 .6  

Prussia-Hesse 10,373  11,622  14,621  14,527 

Per  cent  increase  over  1900  12.0  J/.1 .0  40.1 

United  States,  All  groups...       4,993  6,409  7,320  6,851 

Per  cent  increase  over  1900  28.4  46.6  37 .2 

a  Figures  are  not  strictly  comparable  as  between  the  different  countries, 

owing  to  variations  in  accounting  methods. 

Net  operating  revenue  per 
mile  of  lineo  — 

United  States,  Group  II $5,879  $7,081  $6,943  $7,347 

Per  cent  increase  over  1900  20.4  ^8.1  25.0 

United  Kingdom  8,268  8,234  8,025  8,302 

Per  cent  increase  over  1900  * .4  *2.9  .4 

France 5,646  5,909  5,641  

Per  cent  increase  over  1900  4-7  *.l  

Prussia-Hesse 7,067  7,549  5,600  6,529 

Per  cent  increase  over  1900  6.8  *20.8  *7 .6 

United  States,  Air  groups...       2,729  3,189  3,171  3,505 

Per  cent  increase  over  1900  16 .9  16 .2  28 .4 

a  Figures  are  not  strictly  comparable  as  between   the  different  countries, 
owing  to  variations  in  accounting  methods. 

•Decrease. 


BUREAU  OF  RAILWAY  ECONOMICS 

Established  by  Railways  of  the  United  States 
for  the  Scientific  Study  of  Transportation  Problems 


LOGAN  G.  Mcpherson  'frank  haigh  oixon 

DIRECTOR  CHIEF  STATISTICIAN 


Effect  of  Recent  Wage  Advances  upon  Railway 

Employees'  Compensation  During  the 

Year  Ending  June  30,  1911 


Variations  in  the  Number  of  Railway  Employees 

1909-1910-1911 


Relation  of  the  Number  of  Employees 
and  Their  Compensation  to  Traffic  and  Revenue 

1909-1910-1911 


Bulletin  No.  28 

WASHINGTON,  D.  C. 

1912 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

1.  Summary  of  Revenues  and  Expenses  of   Steam  Roads   in  the 

United    States    for   July,    1910.      (Monthly   Report    Series, 
Bulletin  No.  i.) 

2.  Summary  of  Revenues  and   Expenses   of   Steam  Roads  in  the 

United  States  for  August,  19 10.     (Monthly  Report  Series, 
Bulletin  No.  2.) 

3.  Summary  of  Revenues  and  Expenses  of   Steam  Roads   in  the 

United  States  for  September,  1910.     (Monthly  Report  Series, 
Bulletin  No.  3.) 

4.  A  Comparative   Statement  of   Physical  Valuation  and  Capitali- 

zation. 

5.  Preliminary   Bulletin   for   November,    1910 — Revenues   and   Ex- 

penses. 

6.  Railway  Traffic  Statistics. 

7.  Summary  of  Revenues  and  Expenses  of  Steam   Roads   in  the 

United  States  for  October,  1910.      (Monthly  Report  Series, 
Bulletin  No.  4.) 

8.  Summary  of  Revenues  and  Expenses   of  Steam  Roads  in  the 

United  States  for  November,  1910.     (Monthly  Report  Series, 
Bulletin  No.  5.) 

9.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  December,  1910.     (Monthly  Report  Series, 
Bulletin  No.  6.) 

10.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  January,  191 1. 

11.  (Out  of  Print.) 

12.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  February,  191 1. 

13.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  March,  1911. 

14.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  April,  1911. 

15.  The  Conflict  Between  Federal  and  State  Regulation  of  the  Rail- 

ways. 

(Continued  on  third  page  of  cover.) 


Effect  of  Recent  Wage  Advances  upon  Railway 

Employees'  Compensation  During  the 

Year  Ending  June  30,  1911 


Variations  in  the  Number  of  Railway  Employees 

1909-1910-1911 


Relation  of  the  Number  of  Employees 
and  Their  Compensation  to  Traffic  and  Revenue 

1909-1910-1911 


WASHINGTON,  D.  C. 
FEBRUARY,  1912 


CONTENTS 

Summary 5 

Effect  of  Recent  Wage  Advances  upon  Raihvay  Employees'  Com- 
pensation During  the  Year  Ending  June  ^o,  ipii 7 

Tables : 

By  Classes  for  the  United  States 9 

By  Combined  Classes  for  the  United  States 10 

Eastern  Group  by  Combined  Classes 11 

Southern  Group  by  Combined  Classes 12 

Western  Group  by  Combined  Classes 13 

Detailed  Table  for  the  United  States 14 

Detailed  Table  for  the  Eastern  Group 15 

Detailed  Table  for  the  Southern  Group 16 

Detailed  Table  for  the  Western  Group 17 

Wiriations  in  the  Number  of  Employees,  igop-ipio-ipii 19 

Comparison  in  the  Aggregate 20 

Comparison  by  Wage  Accounts 21 

Comparison  by  Specific  Classes  of  Employees 24 

Tables  : 

United  States  by  Wage  Accounts 21,  38 

Eastern  Group  by  Wage  Accounts 22,  39 

Southern  Group  by  Wage  Accounts 23.  40 

Western  Group  by  Wage  Accounts 24,  41 

United  States  by  Classes 25,  30 

Eastern  Group  by  Classes 31 

Southern  Group  by  Classes 32 

Western  Group  by  Classes 33 

United  States  by  Combined  Classes 26,  34 

Eastern  Group  by  Combined  Classes 27.  35 

Southern  Group  by  Combined  Classes 28,  36 

Western  Group  by  Combined  Classes 29.  37 

Relation  of  the  Number  of  Employees  and  their  Compensation  to 

Traffic  and  Revenue,  ipop-ipio-igii 43 

Tables : 

Table  for  the  United  States 44 

Table  for  the  Eastern  Group 45 

Table  for  the  Southern  Group 46 

Table  for  the  Western  Group 47 

3 


SUMMARY 


Railway  employees  received  as  wages  for  the  fiscal  year  igii  an 
amount  greater  by  $41,868,822,  or  four  and  three-tenths  per  cent, 
than  they  would  have  received  had  the  19 10  rates  of  wages  been 
in  effect ;  and  greater  by  $69,297,678,  or  seven  and  four-tenths  per 
cent,  than  they  would  have  received  had  the  1909  wage  rates  been 
in  effect.  These  results  were  obtained  from  the  reports  of  railways 
over  500  miles  long,  which  pay  about  83  per  cent  of  the  total  rail- 
way wages  of  the  country.  Probably  there  were  increases,  also,  in 
the  aggregate  wages  paid  by  the  railways  less  than  500  miles  long, 
but  they  are  not  included  in  this  comparison.  These  results  were 
arrived  at  through  calculations  that  take  account  solely  of  the  aug- 
mentation in  the  wage  aggregate  resulting  from  increases  in  rates 
of  pay.  Increases  or  decreases  in  wage  totals  due  to  variations  in 
the  number  of  employees  are  eliminated  from  consideration.  The 
increases  have  accrued  to  all  employees  except  general  and  other 
officers. 

II 

Notwithstanding  an  increase  of  2,108  miles  in  the  steam  railway 
mileage  of  the  United  States,  the  number  of  employees  on  railways 
over  500  miles  long  was  less  on  June  30,  191 1,  by  31,037,  or  2.1  per 
cent,  than  on  June  30,  1910.  This  is  a  decline  of  252  employees  per 
1. 000  miles  of  line,  or  3.2  per  cent.  Switch-tenders,  trackmen,  tele- 
graph operators,  and  trainmen  are  the  classes  in  which  there  were 
the  greatest  decreases. 

Ill 

Although  for  railways  over  500  miles  long  the  total  number  of 
employees  on  June  30,  1911,  was  less  by  31,037,  or  2.1  per  cent,  than 
the  total  number  of  employees  on  June  30,  1910,  the  total  compen- 
sation paid  to  the  total  number  of  employees  during  the  fiscal  year 
191 1  was  greater  than  the  total  compensation  paid  to  the  total  num- 

5 


ber  of  employees  during  the  fiscal  year  igio  by  $49,976,216,  or  5.0 
per  cent. 

As  the  total  operating  revenues  of  these  railways  were  greater  in 
191 1  than  in  1910  by  $27,381,095,  the  increase  in  compensation  to 
employees  exceeded  the  increase  in  gross  earnings  by  $22,595,121, 
or  82.5  per  cent. 

The  increase  of  nearly  fifty  million  dollars  in  employees'  com- 
pensation between  igio  and  191 1  took  effect  in  the  face  of  a  decline 
in  net  revenue  of  $40,988,539. 

The  traffic  units  were  less  in  1911  than  in  1910  by  1,510,321,143, 
or  0.6  per  cent.  The  number  of  traffic  units  per  dollar  of  employees' 
compensation  was  less  in  191 1  than  in  1910  by  13.45,  or  5.3  per  cent. 


EFFECT  OF  RECENT  WAGE  ADVANCES  UPON  RAIL- 
WAY EMPLOYEES'  COMPENSATION  DURING  THE 
YEAR    ENDING   JUNE    30.    1911. 

The  study,  the  results  of  which  are  here  presented,  was  undertaken 
to  ascertain  what  proportion  of  the  amount  of  compensation  paid  by 
railways  to  their  employees  in  191 1  wa?  due  solely  to  increases  in  rates 
of  pay.  Increases  or  decreases  in  aggregate  compensation  for  the  dif- 
ferent years  due  to  increases  or  decreases  in  labor  force  are  not  shown 
in  these  results.  In  view  of  the  fact  that  a  part  of  the  advances  in  rates 
of  pay  which  applied  throughout  the  whole  of  the  fiscal  year  191 1  were 
originally  placed  in  effect  during  1910,  the  year  191 1  is  compared  not 
only  with  1910,  but  also  with  1909,  in  order  to  bring  out  the  full  effect 
of  the  movement  of  the  last  three  years  for  higher  wages.  These  com- 
parisons are  of  the  fiscal  years  ending  June  30,  respectively. 

The  railways  report  to  the  Interstate  Commerce  Commission  the 
total  compensation  received  by  each  class  of  employees  for  each  fiscal 
year,  and  the  total  number  of  days  worked  by  each  class.  It  is  evident 
that  a  division  of  the  total  compensation  of  each  class  by  the  total 
number  of  days  w^orked  by  that  class  will  give  the  average  daily  com- 
pensation of  each  employee  in  that  class.''  If  the  number  of  days  worked 
by  employees  of  each  class  in  191 1  be  multiplied  by  this  average  daily 


0  From  such  inquiry  as  has  been  instituted,  it  may  be  asserted  that  most  roads 
determine  the  average  daily  compensation  in  the  manner  ordered  by  the  Commis- 
sion. The  real  difficulty  lies  in  the  determination  of  the  number  of  days  worked, 
and  here  there  is  a  variety  of  methods  employed  by  the  railways.  In  some  case? 
the  determination  of  what  constitutes  a  day's  work  rests  with  the  officer  employ- 
ing_  the  specific  class  of  labor.  In  classes  of  labor  remunerated  on  a  mileage 
basis  it  is  possible,  and  frequently  is  the  case,  that  individuals  receive  compensa- 
tion for  more  constructive  days  than  there  are  actual  days  in  the  period.  In 
such  cases  the  average  daily  compensation,  as  reported,  appears  to  be  less  than  it 
really  is.  For  example,  trainmen  are  commonly  paid  on  a  mileage  basis,  the 
usual  practice  being  to  consider  one  hundred  miles  as  a  day's  work.  Frequently, 
however,  trainmen  make  more  than  one  hundred  miles  per  day,  so  that  when  the 
total  miles  run  during  the  month  are  reduced  to  the  basis  mentioned,  the  number 
of  constructive  days  exceeds  the  actual  number  of  days  in  the  month.  Some  roads 
add  together  the  total  days  worked  each  month  to  get  the  total  for  the  year; 
others  compute  the  annual  total  from  the  total  of  typical  months,  and  there  are 
still  other  methods  employed.  The  conclusion  is  obvious  that  comparisons  can  be 
made  only  in  a  general  way  between  different  railways,  but  that  comparisons  from 
year  to  year  on  individual  roads  will  be  valid,  provided  the  methods  used  by  each 
Toad  are  not  changed  during  the  period  of  comparison.  It  may  be  assumed 
that  the  method  employed  by  each  railway  is  approximately  the  same  from  year 
to  year  and  therefore  the  data  are  satisfactory  for  the  comparisons  here  made. 


8 

wage,  as  computed  for  that  class  for  the  years  1909  and  1910,  re- 
spectively, the  products  will  show  the  total  compensation  which  would 
have  been  received  in  191 1  had  the  average  wage  of  1909  or  of  1910 
been  in  force.  The  subtraction  of  these  two  results,  respectively,  from 
the  actual  compensation  paid  in  191 1  shows  the  increase  in  wages  in 
191 1  due  to  the  increased  rates  of  pay. 

For  the  purposes  of  this  study  data  have  been  utilized  for  all  rail- 
ways over  500  miles  long.  These  include  eighty-three  roads,  operating 
on  June  30,  191 1,  a  total  of  188,760  miles  of  line,  or  77.4  per  cent  of 
the  total  steam  railway  mileage  reported  by  the  Interstate  Commerce 
Commission  in  its  monthly  bulletin  for  the  same  date.*^ 

Perhaps  a  more  significant  indication  of  the  extent  to  which  this 
study  approximates  a  complete  presentation  for  the  entire  United 
States  is  found  in  the  fact  that  the  figures  cover  about  83  per  cent  of 
the  total  compensation  to  their  employees  paid  by  the  railways  of  the 
country  in  1909,  1910,  and  191 1,  respectively.  The  only  roads  over 
500  miles  long  omitted  from  the  list  are  the  Chicago,  Milwaukee  & 
Puget  Sound,  and  the  Oregon- Washington  Railroad  and  Navigation 
Company,  for  which  it  was  not  possible  to  secure  consecutive  and  com- 
parable data  for  the  three  years. 

The  wages  paid  in  191 1  by  the  eighty-three  roads  whose  reports  are 
tabulated  amounted  to  $1,005,277,249.  The  increase  in  compensation 
over  1909  due  to  advances  in  rates  of  wages  over  the  rates  of  1909 
amounts  to  $69,297,678,  or  7.4  per  cent.  The  increase  in  compensation 
over  1910  due  to  advances  in  rates  of  wages  over  the  rates  of  1910 
amounts  to  $41,868,822,  or  4.3  per  cent. 

The  following  table  shows  the  total  compensation  paid  in  191 1  to 
each  class  of  employees,  and  the  difference  between  that  compensation 
and  what  it  would  have  been  at  the  rates  of  wages  effective  during 
1909  and  1910. 


a.  Because  of  the  fact  that  the  data  as  to  employees'  compensation  reported  by 
several  of  the  Western  roads  was  incomplete  for  some  classes  of  employees,  the 
mileage  represented  in  the  returns  varies  in  some  degree  from  class  to  class. 
This  variation  is  shown  in  the  tables  following  the  text.  The  mileage  mentioned 
here  is  the  maximum  for  all  roads. 


BY  CLASSES  FOR  THE  UNITED  STATES. 


Increased  Compensation  to  Railway  Employees  in  191  i,  Due  to  Advances  in 

Rates  of  Pay. 


Class. 


Total 

compensation 

191 1 


Difference  between  compensation  in  191 1 
and  what  that  compensation  would  have  been 
at  rate  of  wages  effective  during  — 


igio. 


Amount. 


General  officers 

Other  officers 

General  office  clerks. . . 

Station  agents 

■Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  tenders,  crossing 

tenders  and  watchmen 
Telegraph  operators  and 

dispatchers 

Employees  —  account 

floating  equipment.  .  .  . 
All  other  employees  and 

laborers  


Total. 


113,669,727 

17,852.412 

53,873,729 

22,842,503 

81,038,692 

79,636,834 

49.151,135 

54,077,929 
99.154,674 

43,714,414 

41,151,335 

129,182,032 

25,607,524 
115,662,828 

19,359,983 

30,236,595 

5,070,787 

123,994,116 


1,005,277,249 


246,777 
1,252,563 

755,750 
2,912,948 

3,945,320 

3,533,079 
2,828,366 

7,457,443 

1,330,545 
1,080,337 

4,138,253 
1,100,026 

2,877,371 
715,827 

1,348,022 
262,252 


Per 
cent. 


1909. 


Amount. 


I.O 
1.4 
2.4 

3-4 
3-7 

5-2 

7-7 
5-5 
8.1 

31 
2.7 
3-3 
45 
2.6 

3-8 

4-7 

5-5 


6,713,143        5-7 


41,868,822    ',    4.3 


1551,318 
2,088 
2,769,872 
1.138,021 
3,788.193 
5,791,868 
4,657,490 

4,746,785 
11,247,889 
2,648,127 
2,172,422 
7,663,046 

1,531.441 
9,279,486 

569,676 

1,709.745 

222,849 

8,811,538 


Per 

cent. 


4.2 

* 

5.4 
53 
4-9 
7-8 

10.5 
9,6 

12.8 
64 
5.6 
6.3 
6.4 
8.7 

30 
6.0 
4.6 

7-7 


69,297,678 


7-4 


Increases  in  roman  type.    Decreases  in  italics. 
*  Decrease  of  less  than  one-tenth  of  one  per  cent. 

From  this  table  it  appears  that  increases  due  to  advances  since  1909 
in  the  rates  of  pay  have  appHed  to  all  classes  with  the  exception  of 
"other  officers";  that  increases  due  to  advances  since  1910  have  ap- 
plied to  all  classes  except  general  officers  and  other  officers ;  the  de- 
creases in  these  two  classes  are  not  significant  because  of  the  compara- 
tively small  number  of  such  officers.  The  larger  aggregate  increases 
resulting  from  the  advances  in  rates  of  pay  of  191 1  over  those  in  effect 
in  1909  are  found  to  apply  to  the  classes  of  "other  trainmen,"  "other 
trackmen,"  enginemen,  conductors,  and  firemen.  The  larger  increases 
resulting  from  the  advances  in  rates  of  pay  of  191 1  over  those  in  effect 
in  1910  apply  to  "other  trainmen."  "other  shopmen,"  enginemen,  fire- 
men, and  conductors. 


lO 

In  order  more  clearly  to  indicate  the  extent  to  which  the  advances 
in  rates  of  pay  have  affected  the  constituent  divisions  of  railway  oper- 
ation, the  classes  of  employees  have  been  grouped  in  the  following^ 
table,  according  to  the  general  character  of  their  work. 

BY  COMBINED  CLASSES  FOR  THE  UNITED  STATES. 

i>fcreased  compexsatiox  to  railway  employees  in  i9ii,  due  to  advances  in 

Rates  of  Pay. 


Combined  class. 


Officers  and  clerks 

Station  men 

Trainmen 

Shopmen 

Trackmen 

Switch  tenders,  crossing 

tenders  and  watchmen. 
Telegraph  operators  and 

dispatchers 

All  other  employees  and 

laborers  


Total 

compensation 

1911. 


$85,395,868 
103,881,195 
282,020,572 
214,047,781 
141,270,352 

19-359,983 

30,236,595 

129,064,903 


Difference  between  compensation  in  1911 
and  wbat  that  conipensaliou  would  have  been 
at  rate  of  wages  effective  during — 


1910 


Amount. 

$870,140 

3,668.698 

17,764,208 

6,549.135 

3-977,397 

715-827 
1,348,022 

6,975-395 


Per 
cent. 


I.O 
3-7 
6.7 
3-2 

2.9 

3-8 
4.7 
5-7 


Total ."..     1,005,277,249     141,868,822        4.3 


1909 


.'Amount. 


13,319,102 

4,926,214 

26,444,032 

12,483,595 
10,810,927 

569,676 

1,709,745 
9,034,387 


Per 
cent. 


69,297,678 


4  o 

50 

10.4 

6.2 

8.3 

3-0 
60 

7-5 


7-4 


From  this  table  it  will  be  observed  that  increases  in  compensation 
due  to  advances  in  rates  of  pay  have  applied  to  all  these  large  general 
groups.  The  largest  increase  due  to  advances  in  the  rates  of  pay  of 
191 1  over  those  in  effect  in  1909  is  in  the  wages  of  trainmen,  amount- 
ing to  10.4  per  cent ;  the  wages  of  trainmen  also  show  the  largest  in- 
crease due  to  advances  over  the  rates  of  pay  of  1910,  the  percentage 
being  6.7  per  cent.  Trackmen  show  an  increase  due  to  advances  in 
rates  of  pay  of  191 1  over  those  effective  in  1909  of  8.3  per  cent,  and 
an  increase  resulting  from  advances  over  the  wage  rates  of  1910  of  2.9 
per  cent. 

Following  are  similar  comparisons  for  the  railways  of  the  three  geo- 
graphical divisions.  The  Eastern  group  comprises  roads  east  of  the 
Mississippi  and  north  of  the  Ohio  and  Potomac  rivers,  the -Southern 
group  those  east  of  the  Mississippi  and  south  of  the  Ohio  and  Potomac, 
and  the  Western  group  those  west  of  the  Mississippi.  Roads  lying  in 
more  than  one  group  are  assigned  to  that  group  containing  the  largest; 
portion  of  their  mileage. 


II 


EASTERN  GROUP— BY  COMBINED  CLASSES. 


Increased  Compensation  to  Railway  Employees  in  1911,  Due  to  Advances  in 

Rates  of  Pay. 


Combined  class. 

Total 

compensation 

1911. 

Difference    between   compensation    in    191 1 
and  what  that  compensation  would  have  been 
at  rate  of  wages  effective  during  — 

1910                                        1909 

Aniomit. 

Per 
cent. 

1.2 

3-8 
7-9 
36 

4  7 
5.6 
5.8 
99 

Amount. 

Per 
cent. 

Officers  and  clerks 

vStation  men.            

142,931,572 

58,736,140 

151,922,635 

111,510,245 

59,043,261 

13,720,356 

14,749.346 

66,168,177 

1512,883 

2,135,926 

II. 155.376 

3.870,361 

2,630,969 

721,618 

807,709 

5,949,628 

11,686,628 

3.134,534 

15,107,280 

7,250,592 

4,872,973 

956,006 

1,099,791 

6,891,663 

40,999.467 

4  I 

5-6 

II. 0 

7  0 

Trainmen 

Shopmen 

Trackmen 

Switch  tenders,  crossing 

tenders  and   watchmen 
Telegraph  operators  and 

dispatchers 

9.0 

7-5 
8.1 

All  other   employees  and 
laborers 

11.6 

Total 

5i8,:8i,732 

27,784,470 

5-7 

8.6 

Increases  in  compensation  for  191 1  due  to  advances  in  the  rates  of 
pay  over  those  effective  in  1910  and  1909  occurred  in  each  of  these 
large  general  classes  of  the  Eastern  group  of  railways.  The  largest 
increase  due  to  the  advance  in  the  rates  of  wages  of  191 1  over  those 
effective  in  1910  was  in  the  compensation  to  trainmen,  amounting  to 
$11,155,376,  or  7.9  per  cent.  The  compensation  to  telegraph  operators 
and  dispatchers  in  191 1  included  an  increase  due  to  advances  in  the 
rates  of  wages  over  those  effective  in  1910  amounting  to  5.8  per  cent ; 
the  corresponding  increase  included  in  the  compensation  to  switchmen 
and  watchmen  amounted  to  5.6  per  cent,  and  in  that  to  trackmen  to  4.7 
per  cent.  For  191 1,  as  compared  with  1909,  the  compensation  of  train- 
men again  includes  the  largest  increase  due  to  advances  in  rates  of  pay, 
amounting  to  $15,107,280,  or  11  per  cent.  The  increase  in  the  compen- 
sation to  trackmen  due  to  the  same  cause  amounted  to  9  per  cent,  to 
telegraph  operators,  8.1  per  cent,  to  switchmen  and  watchmen,  7.5  per 
cent,  and  to  shopmen,  7  per  cent.  This  comment  does  not  include  the 
considerable  increases  in  the  wages  of  the  miscellaneous  group  of  em- 
ployees included  under  "all  other  employees  and  laborers." 


12 


SOUTHERN  GROUP— BY  COMBINED  CLASSES. 

Increased  Compensation  to  Railway  Employees  in  191  i,  Due  to  Advances  in 

Rates  of  Pay. 


Combined  class. 


Officers  and  clerks 

Station  men 

Trainmen 

Shopmen 

Trackmen 

Switch  tenders,  crossing 

tenders  and  watchmen 
Telegraph  operators  and 

dispatchers 

All  other  employees  and 

laborers 

Total 


Total 
compensation 

1911. 


$9,796,057 
12,253,442 
33,916,860 
25,955,962 
14,826,414 

1,763,817 

3,755,564 

14,228,905 


116,497,021 


Difference  between  compensation  in  191 1 
and  what  that  compensation  would  have  been 
at  rate  of  wages  effective  during — 


1910. 


Amount. 


1294,040 

531,799 
2,586,534 

934,554 
306,034 

129,570 

149,885 

437,464 


5,369,880 


Per 
cent. 


3-1 
4-5 
8.3 
3-7 
2.1 

7-9 
4.2 

3-2 


1909. 


Amount. 


fc8l,!52 

632,195 
4,189,480 
1,467,683 

779,096 

135,242 

202,790 

552,306 


4  8        8,539,944 


Per 
cent. 


6.3 

5-4 

14. 1 

6.0 

5-6 
8.3 
5-7 
4.0 


7-9 


The  compensation  of  each  of  the  several  large  general  classes  of 
employees  on  the  Southern  group  of  railways  for  191 1  included  in- 
creases due  to  advances  in  the  rates  of  wages  over  those  effective 
during  1910  and  1909.  In  191 1  the  greatest  increase  due  to  advances 
in  wage  rates  over  those  effective  in  1910  was  in  the  compensation  to 
trainmen,  its  amount  being  $2,586,534,  or  8.3  per  cent.  The  increase 
included  in  the  total  wages  of  switchmen  and  watchmen  was  7.9  per 
cent,  that  in  the  wages  of  station  men  4.5  per  cent,  and  in  the  wages  of 
telegraph  operators  and  dispatchers  4.2  per  cent.  The  total  compen- 
sation paid  to  trainmen  in  191 1  also  includes  the  largest  percentage  due 
to  advances  in  the  rates  of  wages  over  those  applying  in  1909,  the 
amount  being  $4,189,480,  or  14.1  per  cent.  The  corresponding  increase 
in  the  pay  of  switchmen  and  watchmen  amounted  to  8.3  per  cent,  in 
that  of  officers  and  clerks  to  6.3  per  cent,  and  in  that  of  shopmen  to  6 
per  cent. 


u 


WESTERN  GROUP— BY  COMBINED  CLASSES. 

Increased  Compens.\tion  to  Railway  Employees  in  191  i,  Due  to  Advances  in: 

Rates  of  Pay. 


Combined  class. 

Total 

compensatiou 

1911. 

Difference  between 
and  what  that  conipen 
at  rate  of  wages  effecti 

1910. 

compensation  in   191 1 
sation  would  have  been 
ve  during  — 

1909. 

Amount. 

Per 
cent. 

Amount. 

Per 

cent. 

Ofiioers  and  clerks 

Station  men 

132,668,239 
32,891,613 
96,181,077 
76,581,574 
67,400,677 

3,875,810 

II. 731.685 

48,667,821 

163,217 
1,000,973 
4,022,298 
1,744,220 
1,040,394 

^35,36/ 

390,428 

588,303 

.2 

31 
4-4 
2.3 
1.6 

3-4 
3-4 
1.2 

11,051,322 
1,159,485 
7,147.272 
3.765,320 
5.158,858 

52^f,572 

407,164 

1,590,418 

3-3 

N.7 

Trainmen 

Shonmen                

8.0 

5-2 

Trackmen 

8.3 

Switch  tenders,  crossing 
tenders  and  watchmen. 

Telegraph  operators  and 
disoatchers 

//.9 
3-6 

All  other  employees  and 
laborers  

3-4 

Total 

369.998,496 

8,714,472 

2.4 

19,758,267 

5-6 

Increases  in  roman  type.    Decreases  in  italics. 

The  compensation  for  191 1  of  all  but  one  of  the  large  general  classes 
of  employees  in  the  Western  group  of  railways  included  increases  due. 
to  advances  in  the  rates  of  pay  over  those  effective  during  1910.  The 
only  decrease  was  in  the  rate  of  wages  of  switchmen  and  watchmen. 
The  compensation  to  other  groups  included  increases  due  to  advances 
in  wage  rates  as  follows :  Trainmen,  $4,022,298,  or  4.4  per  cent ;  tele- 
graph operators,  3.4  per  cent;  station  men,  3.1  per  cent,  and  smaller 
percentages  in  the  remaining  classes.  The  total  compensation  paid  in 
191 1,  as  compared  with  1909,  shows  a  decline  in  the  rate  of  wages  of 
switchmen  and  watchmen.  The  compensation  to  other  classes  includes 
increases  due  to  advances  in  the  rates  of  wages  over  those  effective  in 
1909  amounting  in  the  case  of  trainmen  to  $7,147,272,  or  8  per  cent; 
to  $5,158,858,  or  8.3  per  cent,  in  the  case  of  trackmen;  to  5.2  per  cent 
in  the  case  of  shopmen,  and  to  3.7  per  cent  in  the  case  of  station  men. 
The  remaining  classes  show  smaller  rates  of  increase. 

In  general,  the  largest  per  cents  of  increase  in  191 1  due  to  advances 
in  rates  of  wages  over  those  effective  in  1910  or  1909  are  found  in 
the  Eastern  group,  and  the  smallest  in  the  Western  group." 

Comparisons  in  greater  detail  are  contained  in  the  tables  following 


a.  The  smallness  of  these  percentages  in  the  case  of  the  Western   group  of 
railways  may  be  partly  due  to  incomplete  returns  for  certain  roads  of  that  group. 


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19 

VARIATIONS  IN  THE  NUMBER  OF  RAILWAY 
EMPLOYEES,   1909-1910-1911. 

The  study,  the  results  of  which  are  here  presented,  was  undertaken 
to  show  how  the  number  of  railway  employees  in  191 1  compared  with 
the  number  of  such  employees  in  1910  and  in  1909.  The  data,  taken 
from  the  annual  reports  of  the  railways  to  the  Interstate  Commerce 
Commission,  covers  all  roads  over  500  miles  long,  with  the  exception 
of  those  whose  reports  are  in  some  respects  incomplete  and  hence  un- 
available for  use.  The  railways  here  included  had  188,760  miles  of 
line  on  June  30,  191 1,  or  77.4  per  cent  of  the  mileage  of  the  country, 
as  shown  by  the  report  of  the  Commission  for  that  month.  The  em- 
ployees of  these  railways  constitute  for  each  of  the  years  entering 
into  this  comparison  about  86  per  cent  of  the  total  number  employed. 
The  tabulations  show  the  aggregate  number  of  these  employees,  and 
the  number  in  each  class  according  to  the  reports  of  the  railways  to 
the  Interstate  Commerce  Commission  for  June  30  of  the  years  1909, 
1910,  and  191 1.  They  indicate  the  increase  or  decrease  in  the  number 
in  service  on  June  30,  191 1,  as  compared  with  the  number  in  service 
on  June  30,  1910  and  June  30,  1909,  and  the  percentage  of  such  in- 
crease or  decrease. 

The  number  of  employees  in  service  on  June  30  of  any  particular 
year  does  not  indicate  the  variations  that  may  have  taken  place  during 
the  year,  and  therefore  is  not  so  satisfactory  for  comparative  pur- 
poses as  would  be  the  average  of  the  number  of  employees  in  service 
during  the  year.  The  reports  of  the  railways  are  made,  however, 
in  accordance  with  the  requirements  of  the  Interstate  Commerce  Com- 
mission, and  the  number  of  employees  at  the  close  of  each  fiscal  year 
has  a  general  value  for  comparison.  Therefore  it  will  be  understood 
that  throughout  this  bulletin  reference  to  the  number  of  employees 
in  service  for  any  of  the  years  specified  means  the  number  of  em- 
ployees in  service  on  June  30  of  that  year. 

In  order  that  the  comparison  be  comprehensive  it  is  presented  from 
various  aspects.  First  is  given  the  aggregate  number  of  employees 
for  each  of  the  three  years.  Next  are  comparative  tables  giving,  ac- 
cording to  the  accounts  under  which  their  wages  are  classified,  the 
number  of  employees  per  1,000  miles  of  line.  Then  follows  a  table 
showing  by  specific  classes  the  number  of  employees  per  1,000  miles  of 
line,  and  following  this  are  tables  in  which  the  employees  of  these 
specific  classes  are  combined  into  larger  classes,  indicating  the  broad 
and  general  phases  of  railway  work.  Finally  are  the  tables  giving  in 
detail  the  information  which  has  been  abstracted  and  summarized  in 
the  preceding  tables  just  referred  to. 


20 


Comparison  in  the;  Aggregate. 


The  following  table  shows  the  total  number  of  employees  for  each 
of  the  respective  years,  and  the  number  per  i,ooo  miles  of  line: 


V 

a 

t—i 

^4-t 

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u 

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21 


Comparison  by  Wage  Accounts. 

The  following  tables  contrast  for  the  respective  years  the  number 
of  employees  per  i,ooo  miles  of  line,  classified  according  to  the  general 
accounts  to  which  their  wages  are  charged : 

United  States. 
Employees  Per  1,000  Miles  of  Line. 


Account. 

Number  of 

employees, 

June  30 

19  n. 

1911  compared  with  1910, 
increase  or  decrease. 

1911  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

Per  cent. 

Maintenance    of   way 
and  structures 

Maintenance  of  equip- 
ment   

2,339 

1,706 
107 

3,064 
224 
168 

123 

52 

4 

242 

5 
3 

5-0 

31 
3-9 
7-3 
2.2 

1-9 

1 89 

226 

13 
72 

13 
43 

8.8 

Traffic 

Transportation 

General 

Outside  operations. . . . 

14.3 
2.4 
6.2 

34.1 

Increases  in  roman  type.    Decreases  in  italics. 

It  will  be  noted  that  between  1910  and  191 1  there  was  a  general 
decrease  in  the  number  of  employees  per  1,000  miles  of  line.  Those 
employed  in  maintenance  of  equipment  and  in  securing  traffic  alone 
show  increases.  The  largest  decrease,  7.3  per  cent,  was  in  the  number 
of  employees  immediately  engaged  in  transportation,  including  prin- 
cipally those  engaged  in  the  running  of  trains.  It  was  to  be  expected 
that  in  a  year  of  diminishing  earnings  there  would  be  a  decline  in 
the  number  of  laborers  employed  in  maintenance  of  way,  and  this 
decline  is  shown  to  be  5  per  cent. 

An  increase  in  the  number  of  employees  of  all  classes  is  indicated 
for  191 1  over  1909,  the  decrease  between  1910  and  191 1  not  having 
been  so  great  as  the  increase  of  1910  over  1909. 

A  similar  summary  is  presented  by  groups  in  order  to  show  the 
variations  in  the  different  geographical  sections.  The  Eastern  group 
comprises  roads  east  of  the  Mississippi  and  north  of  the  Ohio  and 
Potomac  rivers ;  the  Southern  group,  those  east  of  the  Mississippi  and 
south  of  the  Ohio  and  Potomac;  and  the  Western  group,  those  west 
of  the  Mississippi.  Roads  lying  in  more  than  one  group  are  assigned 
to  that  group  containing  the  largest  portion  of  their  mileage. 


22 

Eastern  Group. 
Employees  Per  i,ooo  Miles  of  Line. 


Account. 

i 

Number  of 

employees, 

June'  30 

1911. 

191 1  compared  with  1910, 
increase  or  decrease. 

1911  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

Per  cent. 

Mainteiiance   of    way 
and  structures 

Maintenance  of  equip- 
ment   

3,295 

2,994 
143 

5,613 
324 
329 

17S 

99 

3 

168 

22 

^3 

5-^ 

3-4 
2.3 
2.9 
7-3 
3-9 

431 

465 

12 

197 

34 
55 

15-1 

18.4 

91 

3.6 

II-5 

TraflBc  

Transportation 

General 

Outside  operations.  . . . 

19.9 

Increases  in  roman  type.    Decreases  in  italics. 

From  1910  to  191 1  the  number  of  employees  engaged  in  mainte- 
nance of  way  on  the  Eastern  group  of  railways  decreased  178  per 
1,000  miles,  or  5.1  per  cent,  and  the  number  of  those  immediately 
engaged  in  transportation  decreased  168  per  1,000  miles,  or  2.9  per 
cent.  The  number  of  employees  engaged  in  outside  operations  and 
securing  traffic  decreased  slightly.  The  number  of  employees  engaged 
in  maintenance  of  equipment  and  general  service  increased. 

From  1909  to  191 1  each  wage  account  shows  an  increased  number 
of  employees.  The  largest  actual  increases  occurred  in  the  number 
of  employees  engaged  in  maintenance  of  equipment — 465  per  1,000 
miles  of  line,  and  in  those  engaged  in  maintenance  of  way — 431  per 
1,000  miles,  while  the  largest  proportional  increases  were  those  of 
employees  engaged  in  outside  operations — 19.9  per  cent,  in  maintenance 
of  equipment — 18.4  per  cent,  and  in  maintenance  of  way — 15.1  per 
cent. 


23 

Southern  Group. 
Employees  Per  1,000  Miles  of  Line. 


Account. 

Number  of 

employees, 

June  30 

1911. 

1911  compared  with  1910, 
increase  or  decrease. 

191 1  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

187 

174 

158 
* 

10 

Per  cent. 

Maintenance  of    way 
and  structures 

Maintenance  of  equip- 
ment           

1,695 

1.407 

87 
2,407 

149 
65 

22 

22 

* 

21 
16 
II 

1-3 

1-5 
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■9 
9-7  . 
20.3 

12.4 
14. 1 

Traffic 

Transportation ! 

General 

Outside  operations 

7  0 

..? 

17.4 

Increases  in  roman  type.    Decreases  in  italics. 
*  Decrease  of  less  than  one  employee. 

The  number  of  employees  on  the  Southern  group  of  railways 
classified  under  maintenance  of  equipment,  traffic,  and  general,  de- 
creased from  1910  to  191 1  per  i,ooo  miles  of  hne.  The  number  classi- 
fied under  maintenance  of  way,  transportation,  and  outside  operations 
increased. 

A  comparison  of  191 1  with  1909  shows  that  but  two  of  these  groups 
of  employees,  those  classified  under  traffic  and  general,  decreased 
per  1,000  miles  of  line,  and  these  to  an  almost  negligible  degree.  The 
employees  engaged  in  maintenance  of  way  and  structures  increased  by 
187  per  1,000  miles,  or  12.4  per  cent;  those  engaged  in  maintenance 
of  equipment,  174  per  1,000  miles,  or  14. i  per  cent;  those  engaged  in 
transportation,  158  per  i.ooo  miles,  or  7.0  per  cent. 


24 

Western  Group. 

Employees  Per  1,000  Miles  of  Line. 


Account. 

Number  of 

employees, 

June  30 

1911. 

191 1  compared  with  1910, 
increase  or  decrease. 

191 1  compared  with  1909, 
increase  or  decrease. 

Number. 

Percent. 

Number. 

Per  cent. 

Maintenance   of    way 
and  structures 

Maintenance  of  equip- 
ment   

2,015 

1,073 

93 

.1,834 

192 

III 

142 

54 
10 

370 

17 

3 

6.6 

5-3 

II. 9 

16.8 

8.0 

2.3 

54 

116 

19 

13 

6 

48 

2.7 
12. 1 

TraflBc  

26.2 

Transportation  .    

General 

•7 
3-3 

Outside  operations.  .  .  . 

76.7 

Increases  in  roman  type.    Decreases  in  italics. 

From  1910  to  191 1  the  number  of  employees  of  the  Western  group 
of  railways  immediately  engaged  in  transportation  decreased  370  per 
1,000  miles,  or  16.8  per  cent — a  greater  falling  off  than  was  shown  by 
any  other  class.  The  decrease  in  number  of  employees  charged  with 
the  maintenance  of  way  was  142  per  1,000  miles,  or  6.6  per  cent. 

From  1909  to  191 1,  employees  engaged  in  transportation  decreased 
in  number  13  per  1,000  miles,  or  0.7  per  cent.  Those  in  the  other 
classses  increased  in  number,  the  greatest  increase  being  in  those  en- 
gaged in  maintenance  of  equipment — 116  per  1,000  miles,  or  12.1 
per  cent. 


Comparison  by  Specific  Classes  of  Employees. 

The  succeeding  table  contrasts  for  the  United  States  for  the  re- 
spective years  the  number  of  employees  per  1,000  miles  of  line  in 
each  of  the  specific  classes  for  which  they  are  reported  by  the  railways 
to  the  Interstate  Commerce  Commission.  Following  it  are  tables  for 
the  United  States  and  the  three  geographical  sections,  in  which  the 
employees  of  these  specific  classes  are  combined  in  larger  classes,  indi- 
cating the  broad  and  general  phases  of  railway  work. 


25 

United  States. 
Employees  Per  1,000  Miles  of  Line. 


Class. 

Number  of 

employees, 

June  30 

1911. 

191 1  compared  with  1910, 
increase  or  decrease. 

191 1  comrared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

Per  cent. 

General  officers 

Other  officers 

II 

41 

347 

161 

711 
285 
298 
216 
607 

258 
302 

1 ,060 
191 

1,611 

185 

190 

43 
1,051 

* 

4 

4 
2 

8 
12 
16 

5 
27 

3 

13 

8 

2 

100 

28 

\ 

10 

1 

1            4 

19 

3  4 
9.2 
1 .2 
1 .2 
1 .2 
3-9 

5-1 
2.2 

4.2 

I.I 

4.0 

■7 

■9 

5-9 

13-1 
5-0 
7-7 
1-7 

* 

9 

23 

2 

53 
19 
16 

14 
68 

24 

17 

117 

7 
148 

32 
2 

5 
46 

1-7 
27.0 

General  office  clerks .  . 

Station  agents 

Other  station  men .... 
Eneinemen ' 

7.2 

1-5 
8.0 

7-  ' 

Firemen 1 

Conductors   

5-7 
6.9 

Other  trainmen 

Machinists 

Carpenters ' 

12.7 

10.3 

6.1 

Other  shopmen 

Section  foremen 

Other  trackmen 

Switch  tenders,  cross- 
ing  tenders    and 
watchmen 

12.4 

3.6 

10. 1 

14.7 

Telegraph      operators 
and  dispatchers  .... 

Employees  —  account 
floating  equipment. . 

All    other   employees 
and  laborers 

1-3 

12.8 

4.6 

Total 

7,569 

252 

3-2 

538 

7-7 

Increases  in  roman  type.    Decreases  in  italics. 
*  Decrease  of  less  than  one  employee. 

Between  19 lo  and  191 1  there  was  a  reduction  of  the  total  number 
of  employees  per  1,000  miles  of  line  of  252,  or  3.2  per  cent.  Reduc- 
tions occurred  in  every  class  except  "other  officers"  and  station  agents, 
the  decline  being  as  much  as  13.  i  per  cent  in  the  case  of  switch- 
tenders,  crossing-tenders,  and  watchmen.  The  other  material  declines 
occurred  among  the  firemen,  "other  trackmen,"  telegraph  operators, 
and  employees  connected  with  floating  equipment. 

Between  1909  and  191 1  the  total  number  of  employees  increased 
538  per  1,000  miles  of  line,  or  y.y  per  cent.  There  were  decreases  in 
only  two  classes  of  employees,  i.  e.,  general  officers  and  switch-tenders 
and  watchmen,  the  former  declining  1.7  per  cent  in  number  per  1,000 
miles  of  line,  the  latter  14.7  per  cent.    Considerable  increases  occurred 


26 

among  the  "other  officers,"  floating-equipment  employees,  "other  train- 
men," "other  shopmen,"  machinists,  and  "other  trackmen."  As  already- 
noted,  the  increases  which  appear  for  the  two-year  period  in  most  of 
the  classes  are  due  to  increases  during  the  year  1910. 

The  changes  by  classes  will  be  made  clearer  by  a  combination  into, 
groups  as  follows: 

United  States. 
Employees  Per  1,000  Miles  of  Line. 


Combined  class. 


Officers  and  clerks.  .  . 

Station  men 

Trainmen 

Shopmen 

Trackmen 

Switch  tenders,  cross- 
ing tenders  and 
watchmen 

Telegraph      operators  j. 
and  dispatchers  . .  . 

All  other  employees 
and  laborers 

Total 


Nijmber  of 

employees, 

June  30 

1911. 


399 

872 
1,406 
1,620 
1.802 


185 
190 

1,095 


7,569 


1911  compared  with  iqio, 
increase  or  decrease. 


Number. 


/ 

6 

59 

23 

102 


2S 
10 
22 


252 


Percent. 

J) 

/ 

4 

0 

I 

4 

5 

4 

J3-J 
5-0 
2 .0 


3-2 


191 1  compared  with  1909, 
increase  or  decrease. 


Number. 


32 

55 
117 

158 

155 


32 
2 

51 


538 


Percent. 


8.7 
6.7 

9-1 
10.8 

9-4 


14.7 
1-3 
4-9 


7-7 


Increases  in  roman  type.     Decreases  in  italics. 


The  greatest  decline  between  1910  and  191 1  is  in  the  number  of 
trackmen,  who  were  reduced  102  per  1,000  miles  of  line,  and  the  next 
in  the  number  of  trainmen,  who  were  reduced  59  per  1,000  miles  of 
line.  Measured  by  percentages,  the  decline  of  13. i  per  cent  in  the 
number  of  switch-tenders  is  most  severe :  next  is  the  decline  of  5.4  per 
cent  in  trackmen ;  then  5  per  cent  in  telegraph  operators,  and  4  per  cent, 
in  trainmen. 


27 

Eastern  Group. 
Employees  Per  i,ooo  Miles  of  Line. 


Combined  class. 

Number  of 

employees, 

June  30 

1911. 

!                                                  1 

1911  compared  with  1910, 

increase  or  decrease. 

1 

1911  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

Per  cent. 

Officers  and  clerks .... 

Station  men 

Trainmen 

708 

'        1,674 

2,527 

2,85s       1 

2,432 

454 

341 

1,861 

32 

7 

54 

14 

nS 

60 
77 

4.7 

•4        \ 
2.1 

.5 
4.6 

II. 7       j 

2-3 

4.0 

76 
108 
186 

325 

i          257 

i 

32 
* 

1          215 

12.0 
6.9 

7-9 
12  8 

II. 8 

6.5 

.1 

13.0 

Shopmen   

Trackmen 

Switch  tenders,  cross- 
ing   tenders   and 
watchmen ....    

Telegraph      operators 
and  dispatchers  .... 

All    other    employees  ' 
and  laborers 

Total 

i 

12,855 

1    "* 

2.1 

1,135 

9-7 

Increases  in  roman  type.    Decreases  in  italics. 
*  Increase  of  less  than  one  employee. 

During  the  year  191 1  the  total  number  of  employees  per  1,000  miles 
of  line  in  the  Eastern  group  of  railways  decreased  278,  or  2.1  per  cent. 
There  occurred  a  decrease  in  each  large  class  except  that  of  officers 
and  clerks  and  that  of  shopmen.  The  largest  decrease  occurred  among 
the  trackmen,  whose  number  was  reduced  118  per  1,000  miles;  switch- 
tenders,  crossing-tenders,  and  watchmen  show  the  largest  proportional 
decrease,  11.7  per  cent.  The  number  of  employees  in  191 1  shows  an 
increase  over  1909  in  each  of  these  large  and  general  classes  except 
one,  switch-tenders,  crossing-tenders  and  watchmen  being  the  only 
class  to  show  a  decrease. 


28 

Southern  Group. 
Employees  Per  i,ooo  Miles  of  Line. 


Combined  class. 

Number  of 

employees, 

June  30 

1911. 

1911  compared  with  1910, 
increase  or  decrease. 

1911  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

Per  cent. 

Officers  and  clerks. . . . 
Station  men 

272 

722 

1,069 

1,384 
1,279 

117 

151 
824 

43 
31 
13 
66 

42 

23 
15 
36 

13.6 

4.4 
1.2 

5-0 

3-2 

16.2 

9-J 
4.6 

22 

75 

86 

270 

54 

22 

7 
104 

7-3 
II. 6 

Trainmen 

8.7 

24.3 

4.4 

Shopmen 

Trackmen 

Switch  tenders,  cross- 
ing   tenders   and 
watchmen 

16.0 

Telegraph      operators 
and  dispatchers  .... 

All    other    employees 
and  laborers 

4-5 
14.4 

Total 

5,819 

23 

•  4 

537 

10.2 

Increases  in  reman  type.    Decreases  in  italics. 

During  191 1  the  total  number  of  employees  on  the  Southern  group 
of  railways  increased  23,  or  0.4  per  cent  per  1,000  miles  of  line.  The 
number  of  station-men,  trainmen,  and  shopmen  increased,  while  the 
number  of  officers  and  clerks,  trackmen,  switch-tenders,  and  telegraph 
operators  declined.  In  191 1  the  total  number  of  employees  was 
greater  by  537  per  1,000  miles  of  line,  or  10.2  per  cent,  than  in  1909. 
Considerable  increases  per  1,000  miles  were  as  follows:  Shopmen,  270, 
or  24.3  per  cent;  "all  other  employees  and  laborers,"  104,  or  14.4  per 
cent;  station-men,  75,  or  11.6  per  cent.  There  were  slight  increases 
in  the  number  of  trainmen  and  trackmen.  Decreases  occurred  among 
the  officers  and  clerks,  switch-tenders,  crossing-tenders,  and  watch- 
men, and  telegraph  operators. 


29 

Western  Group. 

Employees  Per  1,000  Miles  of  Line. 


Combined  class. 

Number  of 

employees, 

June  30 

1911. 

191 1  compared  with  1910, 
increase  or  decrease. 

1 
191 1  compared  with  1909, 
increase  or  decrease. 

Number. 

Per  cent. 

Number. 

1 

Per  cent. 

Officers  and  clerks.  .  .  . 
Station  men 

282 

513 
942 

1,067 
1,638 

70 

125 

789 

5,426 

5 
16 

Si 

66 

112 

^3 

9 
10 

I.S 
3-0 
7-9 
5.S 
6.4 

15-5 
6.9 
^■3 

I 

28 

29 

101 

51 
136 

33 
8 

42 

II  .0 
6   I 

Trainmen 

120 

Shopmen 

5-1 
9.0 

31-7 
6.5 

5-1 

Trackmen ' 

Switch  tenders,  cross- 
ing   tenders   and 
watchmen 

Telegraph      operators 
and  dispatchers  .... 

All    other    employees 
and  laborers 

Total 

3^2 

5-4 

278 

5-4 

Increases  in  roman  type.    Decreases  in  italics. 


The  total  number  of  employees  per  i,ooo  miles  of  line  on  the  West- 
ern group  of  railways  decreased  312  during  the  year  191 1,  or  5.4  per 
cent.  The  largest  reductions  were  in  the  number  of  trackmen,  who 
decreased  112  per  1,000  miles,  or  6.4  per  cent,  and  of  trainmen,  who 
decreased  81  per  1,000  miles,  or  7.9  per  cent.  The  largest  proportional 
decrease  was  in  the  number  of  switch-tenders,  crossing-tenders,  and 
watchmen,  which  fell  ofif  15.5  per  cent.  The  year  191 1,  as  compared 
with  1909,  shows  an  increase  in  the  total  number  of  employees 
amounting  to  278  per  1,000  miles  of  line,  or  5.4  per  cent.  The  number 
of  trainmen  per  1,000  miles  increased  12  per  cent;  the  number  of 
ofiBcers  and  clerks,  11  per  cent,  and  the  number  of  trackmen,  9.0  per 
cent. 

Tables  in  Detail. 

The  following  tables  give  in  detail  the  information  which  has  been 
abstracted  and  summarized  in  the  preceding  tables  and  comment: 


30 


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OL 

RELATION  OF  THE  NUMBER  OF  EMPLOYEES  AND- 
THEIR  COMPENSATION  TO  TRAFFIC  AND  REVENUE, 
1909-1910-1911. 

In  the  first  study  included  in  this  bulletin  the  total  compensation 
paid  to  railway  employees  in  191 1  was  contrasted  with  what  that  total 
would  have  been  had  the  rates  of  pay  effective  during  1910  remained 
in  effect  during  191 1,  and  with  what  that  total  would  have  been  had 
the  rates  of  pay  effective  during  1909  been  in  effect  throughout  191 1. 
As  the  number  of  employees  and  the  number  of  days  worked  by  them 
were  different  for  each  year,  the  aggregates  entering  into  the  com- 
parison were  (i)  the  total  compensation  actually  paid  in  1911,  (2) 
what  that  total  would  have  been  for  the  same  number  of  employees 
of  each  class  and  the  same  number  of  days  worked  by  them  at  the 
rates  of  wages  paid  in  1910,  and  (3)  what  that  total  would  have  been 
for  the  same  number  of  employees  of  each  class  and  the  same  number 
of  days  worked  by  them  at  the  rates  of  wages  paid  in  1909.  There- 
fore the  only  total  representing  compensation  actually  paid  with  which 
this  first  study  was  concerned  was  that  for  191 1. 

The  following  tables  and  comment  compare  the  total  compensation' 
actually  paid  in  the  respective  years  1909,  1910,  and  191 1:  this  of 
course  applies  for  each  year  to  the  total  number  of  employees  and  the 
total  number  of  days  worked  in  that  year. 

The  following  as  well  as  the  preceding  tabulations  are  of  the  re- 
turns of  83  railways  aggregating,  in  191 1,  188,760.04  miles  of  line. 
These  are  all  of  the  railways  in  the  United  States  operating  over  500' 
miles  of  line,  with  the  two  exceptions  that  have  been  noted.  The  fact 
that  for  the  first  study  detailed  information  was  not  available  for  sev- 
eral Western  roads,  as  to  the  number  of  employees  in  certain  specific 
classes  and  as  to  the  number  of  days  worked  by  them,  accounts  for 
the  slight  differences  in  the  total  compensation  for  the  year  191 1  indi- 
cated for  the  United  States  and  for  the  Western  group  in  the  first 
study  and  in  the  following  tables.  In  these  latter  tables  are  included 
the  total  number  of  these  employees  and  their  total  compensation,, 
these  totals  being  available  although  the  details  are  not. 

43 


44 


RELATION  OF  THE  NUMBER  OF  EMPLOYEES  AND  THEIR  COMPEN- 
SATION TO  TRAFFIC  AND  REVENUE,  1909-1910-1911. 
(Roads  over  500  miles  long.") 
United  States. 


Total  number  of  employees 
on  June  30 

Total  compensation  to  em- 
ployees  

Ton  miles    

Passenger  miles 

Total  traffic  units  (ton  miles 
plus    passenger   miles)  .... 

Traffic  units  per  dollar  of 
compensation  to  em- 
ployees   

Total  operating  revenues .... 
Net  operating  revenue 

Mileage  operated 


1911. 


1,428,712 

$1,047,079,198^ 
220,375,529,183 
29,087,562,700 

249,463,091,883 


238.25 

$2,393,878,069 

$752,541,780 

188,760.04 


1910. 


1,459,749 

$997,102,982  «> 

222,470,437,344 
28,502,975,682 

250,973,413.026 


251.70 

$2,366,496,974 

$793,530,319 

186,651.76 


1909. 


1,281,112 

$856,163,525'' 
192,518,238,392 
25,639,251,319 

218.157.489,711 


254.81 

$2,079,007,256 
$721,054,478 

182,220.19 


a  Except  the  Chicago,  Milwaukee  and  Puget  Sound  Ry.  and  Oregon-Washington 
R.  R.  and  Navigation  Co. 

t>  Varies  slightly  from  compensation  shown  in  table  on  page  14,  owing  to 
omissions  in  that  table  resulting  from  incomplete  returns  for  several  Western 
roads. 

It  will  be  perceived  that  the  total  number  of  employees  on  railways 
of  the  United  States  over  500  miles  long  was  less  in  191 1  than  in 
1910  by  31,037,  or  2.1  per  cent,  while  the  total  compensation  paid  to 
the  total  number  of  employees  was  greater  in  191 1  than  in  1910  by 
$49,976,216,  or  5.0  per  cent.  The  total  operating  revenues  of  these 
railways  were  greater  in  191 1  than  in  1910  by  $27,381,095,  or  1.2  per 
cent,  while  the  net  revenues  were  less  by  $40,988,539,  or  5.2  per  cent. 
The  increase  in  total  compensation  paid  to  employees  in  191 1  over 
the  compensation  paid  in  1910  was  greater  than  the  increase  of  total 
operating  revenues  for  191 1  over  1910  by  $22,595,121.  That  is,  the 
increase  in  employees'  compensation  absorbed  the  total  increase  in 
gross  revenues  and  $22,595,121  in  addition.  The  traffic  units"  were 
less  in  191 1  than  in  1910  by  1,510,321,143,  or  0.6  per  cent.  The  num- 
ber of  traffic  units  moved  per  dollar  of  employees'  compensation  was 
less  in  191 1  than  in  1910  by  thirteen  and  forty-five  hundredths,  or 
5.3  per  cent;  and  less  in  191 1  than  in  1909  by  sixteen  and  fifty-six 
hundredths,  or  6.5  per  cent. 


c  Traffic  handled  is  usually  expressed  in  the  form  of  ton-miles  and  passenger- 
miles.  For  the  purpose  of  this  study  these  two  items  are  added  together  under 
the  designation  of  traffic  units.  This  combines  two  somewhat  dissimilar  things, 
but  it  has  the  advantage  of  giving  one  figure  to  use  for  comparison. 


45 

RELATION  OF  THE  NUMBER  OF  EMPLOYEES  AND  THEIR  COMPEN- 
SATION TO  TRAFFIC  AND  REVENUE,  1909-1910-1911. 

(Roads  over  500  miles  long.) 

Eastern  Group. 


Total   number   of   employees 
on  June  30 

Total    compensation    to    em- 
ployees  

Ton  miles   

Passenger  miles 

Total  traffic  units  (ton  miles 
plus  passenger  miles) 

Traffic  units  per  dollar  of 
compensation  to  em- 
ployees  

Total   operating   revenues... 
Net  operating  revenue 

Mileage  operated  


1911. 


679,179 

$518,781,736 

120,432,006,181 
14,171,402,592 

134,603,408,773 


259.46 

$1,114,027,248 

$330,159,909 

52,836.08 


1910. 


687,376 

$479,364,934 

120,454,796,599 
13,710,551,027 

t34. 165.347,626 


279.88 

$1,095,467,589 

$357,810,109 

52,340.24 


1909. 


604,762 

$413,634,620 

102.665,622,883 
12  602,639,984 

115,268,262,867 


278.67 

$950,785,447 

$317,551,255 

51,601.03 


On  the  Eastern  group  of  railways,  the  total  number  of  employees 
was  less  in  191 1  than  in  1910  by  8,197,  or  1.2  per  cent,  while  the 
total  compensation  paid  to  the  total  number  of  employees  was  greater 
in  191 1  than  in  1910  by  $39,416,802,  or  8.2  per  cent.  The  total  oper- 
ating revenues  of  the  Eastern  railways  were  greater  in  191 1  than  in 
1910  by  $18,559,659,  or  1.7  per  cent,  while  the  net  revenue  was  less 
by  $27,650,200,  or  j.'j  per  cent.  The  increase  in  total  compensation 
paid  to  employees  in  191 1  over  that  paid  in  1910  was  greater  than  the 
increase  in  total  operating  revenues  by  $20,857,143.  That  is,  the 
increase  in  employees'  compensation  absorbed  the  total  increase  in 
gross  revenues  and  $20,857,143  in  addition.  The  traffic  units  were 
more  in  191 1  than  in  1910  by  438,061,147,  or  0.3  per  cent.  The 
number  of  traffic  units  moved  per  dollar  of  employees'  compensation 
was  less  in  191 1  than  in  1910  by  twenty  and  forty-two  one  hundredths,, 
or  7.3  per  cent;  and  less  in  191 1  than  in  1909  by  nineteen  and  twenty- 
one  one  hundredths,  or  6.9  per  cent. 


46 

ilELATION  OF  THE  NUMBER  OF  EMPLOYEES  AND  THEIR  COMPEN- 
SATION TO  TRAFFIC  AND  REVENUE,  1909-191(^1911. 

(Roads  over  500  miles  long.) 

Southern  Group. 


Total   number  of   employees 
on  June  30 

Total   compensation    to    em- 
ployees  

Ton  miles 

Passenger  miles 

Total  traffic  units  (ton  miles 
plus  passenger  miles) 

Traffic  units  per  dollar  of 
compensation  to  em- 
ployees   

Total  operating  revenues 

Net  operating  revenue 

Mileage  operated 


191 1. 


178,492 

$116,497,011 

29.320,322,375 

2,849,399,735 

32,169,722,110 


276.14 

$291,537,258 

$93,925,087 

30,676.62 


19:0. 


1909. 


177,085 

$107,120,503 

29,098,129,180 

2,573,711,304 

31,671,840,484 


295.67 

$278,725,010 

$95,725,353 

30,557-77 


157,636 

$94,387,318 

24,684,178,488 

2,337,822,591 

27.022,001,079 


286.29 

$245,703-609 

$81,818,855 

29,845-65 


On  the  Southern  group  of  railways,  the  total  number  of  employees 
was  greater  in  191 1  than  in  1910  by  1,407,  or  0.8  per  cent,  while  the 
total  compensation  paid  to  the  total  number  of  employees  was  greater 
in  191 1  than  in  1910  by  $9,376,508,  or  8.8  per  cent.  The  total  operat- 
ing revenues  of  the  Southern  railways  were  greater  in  191 1  than  in 
1910  by  $12,812,248,  or  4.6  per  cent,  while  the  net  revenue  was  less 
by  $1,800,266,  or  1.9  per  cent.  The  increase  in  total  compensation  paid 
to  employees  in  191 1  over  that  paid  in  1910  absorbed  $9,376,508  of 
the  increase  of  $12,812,248  in  total  operating  revenues,  or  73.2  per  cent. 
The  traffic  units  were  greater  in  191 1  than  in  1910  by  497,881,626,  or 
1.6  per  cent.  The  number  of  traffic  units  moved  per  dollar  of  em- 
ployees' compensation  was  less  in  191 1  than  in  1910  by  nineteen  and 
fifty-three  one  hundredths,  or  6.6  per  cent;  and  less  in  191 1  than  in 
1909  by  ten  and  fifteen  one  hundredths,  or  3.5  per  cent. 


i 


47 

RELATION  OF  THE  NUMBER  OF  EMPLOYEES  AND  THEIR  COMPEN- 
SATION TO  TRAFFIC  AND  REVENUE,  1909-1910-1911. 

(Roads  over  500  miles  long.") 
Western  Group. 


Total  number  of  employees.. 
Total    compensation    to    em- 
ploNces 

Ton  miles 

Passenger  miles 

Total  traffic  units  (ton  miles 
plus  passenger  miles) 

Traffic  units  per  dollar  of 
compensation  to  em- 
ployees   

Total  operating  revenues.  . . . 
Net  operating  revenue 

Mileage  operated 


1911. 


571,041 

$411,800,451^ 
70,623,200,627 
12,066,760,373 

82,689,961,000 


200.80 

$988,313,563 

$328,456,784 

105,247.34 


1910. 


595,288 

$410,617,545^ 

72,917,511,565 
12,218,713,351 

85,136,224,916 


207.34 

$992,304,375 
$339,994,857 

103,753-75 


1909. 


518,714 

$348,141  587 «' 
65,168,437,021 
10,698,788,744 

75.867,225.765 


217.92 

$882,518,200 
$321,684,368 

100,773.51 


3  Except  the  Chicago,  Milwaukee  and  Puget  Sound  Ry.  and  the  Oregon-Wash- 
ington R.  R.  and  Navigation  Co. 

^  Varies   slightly   from   compensation   shown   in  table  on   page    17,   owing   to 
omissions  in  that  table  resulting  from  incomplete  returns  for  several  roads. 


The  total  number  of  employees  on  the  Western  group  of  railways 
was  less  in  191 1  than  in  1910  by  24,247,  or  4.1  per  cent,  while  the 
total  compensation  paid  to  the  total  number  of  employees  was  greater 
in  191 1  than  in  1910  by  $1,182,906,  or  0.3  per  cent.  While  the  total 
operating  revenues  in  191 1  were  less  than  in  1910  by  $3,990,812,  em- 
ployees' compensation  increased  at  the  same  time  by  $1,182,906,  and 
the  net  revenue  was  less  by  $11,538,073,  or  3.4  per  cent.  The  traffic 
units  were  less  in  191 1  than  in  1910  by  2,446,263,916,  or  2.9  per  cent. 
The  number  of  traffic  units  moved  per  dollar  of  employees'  compen- 
sation was  less  in  191 1  than  in  1910  by  six  and  fifty-four  one  hun- 
dredths, or  3.2  per  cent:  and  less  in  191 1  than  in  1909  by  seventeen 
and  twelve  one  hundredths,  or  7.9  per  cent. 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

(Continued.) 

i6.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 
United  States   for  May,  191 1. 

17.  Railway  Wage  Increases  for  the  Year  Ending  June  30,  191 1. 
Retrenchment  in  the  Railway  Labor  Force  in  191 1, 

18.  Capitalization  and   Dividends  of  the  Railways  of  Texas,  Year 

Ending  June  30,  1909. 

19.  Summary  of  Revenues   and  Expenses   of   Steam  Roads  in  the 

United  States  for  June,  191 1. 

20.  Summary   of  Revenues   and   Expenses  of   Steam  Roads  in  the 

United  States  for  July,  191 1. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  August,  191 1. 

23.  Analysis  of  the- Accident  Statistics  of  the  Interstate  Commerce 

Commission  for  the  Year  Ending  June  30,  191 1. 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United 

Kingdom,  France,  and  Germany. 

25.  Summary   of  Revenues  and  Expenses  of  Steam  Roads   in  the 

United  States  for  September,  191 1. 

26.  Summary  of  Revenues   and   Expenses  of  Steam  Roads  in  the 

United  States  for  October,  191 1. 

27.  Summary   of  Revenues   and   Expenses  of   Steam   Roads  in  the 

United  States  for  November,  191 1. 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Com- 

pensation during  the  Year  Ending  June  30,  191 1. 

Variations  in  the  Number  of  Railway  Employees,  1909-19101911. 

Relation  of  the  Number  of  Employees  and  their  Compensation  to 
Traffic  and  Revenue,  1909-1910-1911. 


■-':    '^''M'  ''ji^^^Ai'x  ■'■■Mr']^'-:^^^^^^^^^ 


BUREAU  OF  RAILWAY  ECONOMICS 

Established  by  Railways  of  the  United  States 
for  the  Scientific  Study  of  Transportation  Problems 


LOGAN  G.  MoPHERSON 

MRCCTOR 


FRANK  HAtGH  DiXON 

CHItr  STATISTICIAN 


A  Comparative  Study 

of  Railway  Wages  and  tlie  Cost  of  Uyins  in 

The  United  Stales 

The  United  Kingdom 

and  tlie  Principal  Countries  of  Continental  Europe 


BuUeliD  No.  34 
WASHINGTON,  D.  C. 

1912 


A  Comparalive  Sludy 

of  Railway  Wages  and  Ihe  Cost  of  Living  in 

The  United  States 

The  United  Kinsdom 

and  the  Principal  Countries  of  Continental  Europe 


WASHINGTON.  D.  C. 

JUNE,  1912 


CONTENTS 


Page 

Summary 5 

I.  Railway    Wages 7 

United  States  8 

*  United  Kingdom    10 

Board  of  Trade  Annual  Report — 1900  to  1910.  .....  10 

Board  of  Trade  Special  Report  for  1907 11 

Wages  under  Conciliation  Scheme,  1909  and  1910.  . .  14 
Report  of  the  Amalgamated  Society  of  Railway  Ser- 
vants— 1907 15 

Railway  Wages  in  the  United  States  and  United  Kingdom 

compared    17 

Compensation  of  Enginemen  and  Firemen  for  Specific 

Runs — 1912  19 

Note  to  the  Study  of  Railway  Wages  on  the  Continent  of  Europe.  23 

France    24 

French   State  Railways 24 

Paris-Orleans    Railway 26 

Paris-Lyons-Mediterranean  Railway  29 

Southern    Railway 30 

Railway  Wages  in  the  United  States  and  France  compared  2,2 

Germany    34 

Prussian  State  Railways 35 

Saxon  State  Railways 27 

Railway  Wages  in  the  United  States  and  Germany  com- 
pared   39 

Austria-Hungary    43 

Austrian   State   Railways 44 

Siidbahn  of  Austria 46 

Hungarian   State  Railways 47 

Railway  Wages  in  the  United  States  and  Austria-Hun- 
gary compared 49 

Belgium    50 

Belgian  State  Railways 5^ 

3 


4 

Page 

Railway  Wages  in  the  United  States  and  Belgium  com- 
pared   53 

Jtaly   55 

Italian  State  Railways 55 

Railway  Wages  in  the  United  States  and  Italy  compared. .  57 

II.  Cost  of  Living 59 

Rents    60 

Retail  Prices 61 

Budgets 67 

The  United  States  and  England  and  Wales 68 

Appendix    70 

Reports  of  the  British  Board  of  Trade 70 

Rents    71 

Retail    Prices y2 

Budgets 76 


SUMMARY. 


I. 

Information  is  not  obtainable  upon  which  can  be  based  a  com- 
prehensive statement  of  railway  wages  being  paid  at  this  time  in 
the  different  countries.  Therefore  it  is  necessary  to  make  compari- 
sons for  the  latest  year  for  which  comparable  data  are  available. 

The  average  daily  compensation  of  railway  employees  of  all  classes 
for  the  year  1910  was  in  the  United  States,  $2.23;  in  the  United 
Kingdom,  $1.05;  excluding  supplementary  allowances  negligibly 
affecting  the  average,  it  was  in  Prussia-Hesse  81  cents,  and  in 
Austria  89  cents.  The  lowest  paid  railway  employee  in  the  United 
States,  the  ordinary  trackman,  receives  a  greater  compensation  than 
many  of  the  railway  employees  of  France,  even  those  of  higher 
grades  and  with  responsible  duties.  The  compensation  of  railway 
employees  is  from  two  to  three  times  as  high  in  the  United  States 
as  in  Italy. 

A  recent  report  of  the  Board  of  Trade  on  railway  wages  shows 
that  the  average  weekly  pay  of  enginemen  in  the  United  Kingdom 
in  1907  was  $11.17;  of  firemen,  $6.67.  In  the  same  year  enginemen 
on  American  railways  received  an  average  weekly  compensation  of 
$25.80,  counting  six  days  to  the  week,  and  firemen  $15.24.  Recent 
returns  make  it  clear  that  in  1912  enginemen  and  firemen  in  the 
United  States  are  compensated  at  rates  of  pay  for  specific  ruiis 
that  are  two,  three  and  four  times  as  high  as  the  corresponding 
rates  on  representative  English  railways.  The  annual  compensation 
of  enginemen  in  the  United  States,  as  reported  by  two  representa- 
tive railway  companies,  now  ranges  from  $1,100  in  switching  service 
to  over  $2,800  in  passenger  service,  and  of  firemen  from  $700  in 
switching  service  to  over  $1,700  in  passenger  service. 

For  Continental  Europe  official  returns  in  requisite  detail  are  not 
available  for  a  later  year  than  1908.  The  salaries  and  allowances 
of  the  typical  engineman  in  Germany  amounted  for  that  year  to 
$646.88,  in  Austria  to  $870.80 ;  of  a  fireman  in  Germany  to  $424.59, 
in  Austria  to  $532.03.    The  annual  compensation  of  enginemen  on 

5 


two  of  the  principal  railways  of  France  ranged  in  1908  from 
$505.66  to  $906.91,  and  of  firemen  from  $324.24  to  $595.98.  In  Italy 
enginemen  received  in  1908,  salary  and  allowances  included,  from 
$581.10  to  $812.70  a  year;  firemen,  from  $330.30  to  $475.05  a  year. 
In  these  Continental  countries  the  maximum  compensation  is  re- 
ceived only  after  many  years  of  service.. 

The  average  annual  compensation  of  enginemen  in  the  United 
States  in  1908,  on  an  estimated  basis  of  300  days'  service,  was 
$1,335 ;  of  firemen,  $792.  In  this  country  the  rate  of  compensation 
to  these  employees  does  not  depend  on  length  of  service. 

In  Belgium  enginemen  received  in  1907  from  $23.16  to  $38.60 
a  month;  firemen,  from  $17.37  to  $23.16  a  month;  conductors  and 
station  employees,  from  46  cents  to  96  cents  a  day.  In  the  United 
States,  in  the  same  year  1907,  enginemen  averaged,  on  the  basis  of 
25  days'  service,  $107.50  a  month;  firemen,  $63.50  a  month;  con- 
ductors, $3.69  a  day;  station  employees,  from  $1.78  to  $2.05  a  day. 

n. 

An  accurate  wage  comparison  must  take  into  account  relative 
cost  of  living,  and  this  has  been  done,  so  far  as  ascertainable  data 
permits. 

The  rental  of  a  three  or  four  room  house  or  flat  is  almo&t  as  high 
in  Berlin,  Paris,  or  London  as  throughout  the  United  States,  but  in 
England  and  on  the  Continent  it  generally  runs  from  thirty  dollars 
to  ninety  dollars  a  year  less.  The  quantity  of  food  and  fuel  esti- 
mated by  the  Board  of  Trade  of  England  as  the  standard  consump- 
tion of  a  tj^ical  workingman's  family  costs  in  the  United  States 
17.8  per  cent  more  than  in  France  or  in  Germany;  35.3  per  cent 
more  than  in  Belgium,  and  38  per  cent  more  than  in  the  United 
Kingdom. 

III. 

It  is  well  within  the  truth  to  estimate  in  a  broad  and  general  way 
that  while  the  cost  of  living  of  a  railway  employee  in  the  United 
States  is  less  than  fifty  per  cent  higher  than  that  of  a  corresponding 
employee  in  the  United  Kingdom  or  on  the  Continent,  his  compensa- 
tion averages  over  twice  as  great. 


A  COMPARATIVE  STUDY  OF  RAILWAY  WAGES  AND  THE 

COST  OF  LIVING 


L    Railway  Wages, 

United  States,  United  Kingdom,  France,  Germany,  Austria-Hungary, 

Belgium,  and  Italy. 


The  following  comparison  of  wages  received  by  railway  employees 
in  the  United  States  and  various  foreign  countries  does  not  attempt 
to  analyze  the  wages  or  the  conditions  surrounding  their  payment 
so  minutely  that  the  results  can  be  regarded  as  strictly  comparable  at 
every  point.  Such  an  analysis  would  be  impracticable,  owing  to  the 
lack  of  data  which  would  enable  the  taking  account  of  all  the  condi- 
tions that  directly  or  indirectly  influence  the  real  value  of  wages — that 
is,  their  value  to  the  recipient.  A  few  of  these  conditions  are  regular- 
ity of  payment,  permanence  of  position,  social  status,  opportunities  for 
advancement  or  promotion,  amount  and  value  of  incidental  additions 
to  wages  in  the  shape  of  bonuses  and  allowances,  and  most  important 
of  all,  the  purchasing  power  of  money,  which  to  the  wage-earner  is 
expressed  by  the  retail  prices  of  commodities  that  he  buys.  The 
mere  enumeration  of  these  factors  which  enter  into  the  ascertainment 
of  real  wages,  as  contrasted  with  nominal  or  money  wages,  sufficiently 
indicates  the  difficulty,  if  not  the  impossibility,  of  a  strictly  accurate 
wage  comparison.  The  effort  here  is  by  bringing  together  aver- 
age or  typical  wages  paid  to  railway  workers  in  the  several  coun- 
tries, with  such  qualifications  and  explanations  as  available  data  per- 
mit, to  indicate  along  broad  and  general  lines  the  relative  wage  levels 
in  these  countries.  The  comparison  is  more  or  less  comprehensive  as 
the  extent  of  the  available  data  has  been  greater  or  less.  The  rela- 
tively greater  amount  of  specific  information  obtainable  as  to  condi- 
tions in  England  gives  especial  significance  to  the  English  and  Amer- 
ican comparisons. 


8 


UNITED  STATES. 

The  average  daily  compensation  received  by  the  railway  employees 
of  ihe  United  States  during  each  year  of  the  decade  ending  19 lo  was 
as  follows : 

Average 
Year.  daily  com- 

pensation, a 

1900 $1.90 

190 ! 1. 91 

1902 1.92 

1903 1-99 

1904 2 .  05 

1905 2.07 

1906 '.  .  .  2 .  08 

1907. .  . 2 .  20 

1908 2  .  25 

1909 2.24 

I9IO 2.29 

It  will  be  seen  that  there  has  been  an  almost  steady  increase  for  ten 
years,  the  wage  in  1910  being  higher  than  in  1900  by  more  than  one- 
fifth.  The  average  daily  earnings  of  the  several  groups  or  classes  of 
employees,  according  to  the  report  of  the  Interstate  Commerce  Com- 
mission, were  as  follows  in  1910: 


a.  These  figures  are  derived  from  the  returns  made  by  carriers  in  their  annual 
reports  to  the  Interstate  Commerce  Commission.  In  their  annual  reports  to  the 
Commission  railways  are  required  to  give,  relative  to  each  one  of  eighteen  classes 
of  employees,  the  following  information : 

1.  Number  of  employees  on  June  30. 

2.  Aggregate  number  of  days  worked  during  the  year. 

3.  Aggregate  compensation  paid  during  the  year. 

4.  Average  daily  compensation.  This  is  to  be  determined  by  dividing  the  total 
yearly  compensation  by  the  total  number  of  days  worked. 

The  problem  of  determining  average  daily  compensation  rests  upon  the  deter- 
mination of  the  number  of  days  worked,  and  here  a  variety  of  methods  are  em- 
ployed by  the  railways.  In  some  cases  the  determination  of  what  constitutes  a 
day's  work  rests  with  the  ofificer  employing  the  specific  class  of  labor.  In  classes 
of  labor  remunerated  on  a  mileage  basis  it  is  possible,  and  frequently  is  the  case, 
that  individuals  receive  compensation  for  more  constructive  days  than  there  are 
actual  days  in  the  period.  In  such  cases  the  average  daily  compensation,  as 
reported,  is  less  than  it  really  is  for  the  calendar  day.  For  example,  trainmen  are 
commonly  paid  on  a  mileage  basis,  the  usual  practice  being  to  consider  one  hun- 
dred miles  as  a  day's  work.  Frequently,  however,  trainmen  make  more  than  one 
hundred  miles  per  day,  so  that  when  the  total  miles  run  during  the  month  are 
reduced  to  the  basis  mentioned,  the  number  of  constructive  days  exceeds  the 
actual  number  of  days  in  the  month.  Some  roads  add  together  the  total  days 
worked  each  month  to  get  the  total  for  the  year;  others  compute  the  annual  total 
from  the  total  of  typical  months,  and  there  are  still  other  methods  employed.  The 
conclusion  is  obvious  that  while  comparisons  can  be  made  only  in  a  general  way 
between  diflFerent  railways,  comparisons  from  j^ear  to  year  for  all  roads  will  be 
valid,  since  it  may  be  assumed  that  the  method  used  by  each  railway  is  approxi- 
mately the  same  from  year  to  year. 


9 


Average 
diily  compen- 
sation, 1910. 


Station   agents $2.12 

Other  station  men i  .84 

Enginemen 4 .  55 

Firemen 2 .  74 

Conductors 391 

Other  trainmen 2.69 

Machinists 3  •  08 

Carpenters 2.51 

Other   shopmen 2.18 

Section  foremen 1-99 

Other  trackmen i  •  47 

Switch  tenders,  crossing  tenders,  and  watchmen 1 .69 

Telegraph  operators  and  dispatchers 2.33 

Employees — account  floating  equipment 2.22 

All  other  employees  and  laborers 2.01 

General  officers 13-27 

Other  officers 6.22 

General  office  clerks 2 .  40 


10 


UNITED  KINGDOM. 

Board  of  Trade  Annual  Report — 1900  to  1910. 

The  British  Board  of  Trade,  which  is  a  department  of  the  English 
Government  corresponding  roughly  to  the  Department  of  Commerce 
and  Labor  in  the  United  States,  has  for  a  number  of  years  ascertained 
the  average  earnings  of  the  employees  of  the  larger  railways  of  the 
United  Kingdom  for  a  selected  week  in  December.  These  returns 
cover  27  railway  companies,  employing  over  90  per  cent  of  the  railway 
employees  of  the  United  Kingdom.  They  apply  to  all  classes  of  em- 
ployees except  officers  and  clerks  and  persons  employed  casually  for 
less  than  three  days.  The  earnings  ascertained  are  actual  cash  earn- 
ings during  the  week,  no  allowance  being  made  for  uniforms  or  other 
perquisites.    The  results  are  as  follows  for  the  decade  1900  to  1910: 

Average  Weekly  Earnings  of  Railway  Employees. 

v»ot-  United 

*^'"^-  Kingdom. 

1900 $6.10 

I9OI 6.09 

1902 6.07 

1903 6.05 

1904 6.09 

1905 6.15 

1906 6.19 

1907 6.29 

1908 6.08 

1909 6.17 

I91O 6.27 


England 
and  Wales. 

Scotl 

and. 

Irela 

nd. 

$6.22 

$5.58 

$4-74 

6.21 

5 

63 

4 

1^ 

6.19 

5 

62 

4 

69 

6.17 

5 

59 

4 

72 

6.23 

5 

62 

4 

65 

6.29 

5 

67 

4 

68 

6.32 

5 

68 

4 

82 

6.42 

5 

71 

4 

79 

6.21 

5 

53 

4 

79 

6.30 

5 

67 

4 

«5 

6.40 

5 

66 

5 

01 

If  each  of  these  weekly  averages  be  divided  by  six,"  the  respective 
results  will  be  the  daily  average  wage,  which  may  be  compared  with 
corresponding  returns  for  the  United  States  as  follows: 


"  According  to  the  Board  of  Trade  report  on  railway  earnings,  nearly  96  per 
cent  of  the  men  employed  regularly  on  the  railways  of  the  United  Kingdom  in 
1907  were  "si.x-day  workers."  that  is,  employees  who  were  paid  overtime  for  Sun- 
day work,  or  were  allowed  equivalent  time  otf.  Hence  a  division  of  the  vyeekly 
earnings  of  British  railway  employees  by  six  gives  a  very  close  approximation  to 
their  average  earnings  per  day. 


II 


Average  Daily  Earnings  of  Railway  Employees. 


Ycur. 

1900. 
1901. 
1902. 
1903. 
1904. 
1905. 


1907. 
1908. 
I90Q. 
191O.. 


United 

United 

EiiKland  and 

Scotland. 

Jrelaod, 

Stales (n) 

Kiugdoin. 

Wales. 

,    $1.84 

$1,017 

$1,037 

$0.93 

$0.79 

1.84 

1. 015 

1.035 

0.938 

0.787 

1.86 

1. 012 

1.032 

0.937 

0.782 

1-93 

1.008 

1.028 

0.932 

0.787 

2.00 

1. 015 

1.038 

0.937 

0.775 

2.01 

1.025 

1.048 

0.945 

0.78 

2.02 

1.032 

1.053 

0.947 

0.803 

2.14 

1.048 

1.07 

0.952 

0.798 

2.19 

1. 013 

1.035 

0.922 

0.798 

2.17 

1.028 

1.05 

0.945 

0.808 

2.23 

1.045 

1.067 

0.943 

0.835 

Not  only  have  the  daily  wages  been  higher  in  the  United  States 
throughout  the  whole  decade  than  in  the  United  Kingdom  as  a  whole 
and  in  its  constituent  parts,  but  the  rate  of  increase  since  1900  has 
been  faster  in  the  United  States.  Thus  the  per  cent  of  increase  of  the 
wages  in  1910  over  those  of  1900  was  as  follows: 

United  States 21.2  per  cent. 

United  Kingdom 2.8  per  cent. 

England  and  Wales 2.9  per  cent. 

Scotland 1.4  per  cent. 

Ireland 5  7  per  cent. 

Board  of  Trade  Special  Report  for  1907. 

An  important  report  on  the  earnings  of  English  railway  employees 
was  issued  in  February,  1912,  by  the  British  Board  of  Trade.  This  is 
one  of  a  series  of  reports  relating  to  the  earnings  and  hours  of  labor 
of  workpeople  in  the  United  Kingdom.  The  returns  contained  in  this 
report  are  for  the  year  1907,  and  cover  virtually  all  the  railways  of  the 
United  Kingdom.  These  returns  were  furnished  voluntarily  by  the 
railway  companies,  the  preliminary  classification  and  tabulation  of  the 
figures  being  made  by  the  Railway  Clearing  House,  an  organization 
maintained  by  the  railways. 

While  the  data  contained  in  the  report  was  in  course  of  preparation 
the  condition  of  railway  workmen  improved,  in  regard  both  to  wages 
and  to  hours.  What  this  improvement  amounts  to  it  is  impossible  to 
ascertain  statistically,  but  it  has  been,  according  to  the  report,  "in  the 
direction  of  increases  of  wages  and  reductions  of  hours,  the  more 


('')To  make  the  table  comparable  throughout,  the  averages  for  the  United 
States  given  in  this  column  exclude  compensation  to  general  and  other  officers 
and  general  office  clerks. 


12 


recent  changes  especially  affecting  the  lower  grades  of  labor."  Mr. 
W.  M.  Acwortfi,  of  London,  estimates  that  from  1907  to  1912,  the 
period  in  question,  there  occurred  an  allround  increase  of  from  three  to 
four  per  cent  in  wages  and  a  decrease  of  from  one  and  one  half  to  two 
per  cent  in  the  hours  constituting  a  week's  work. 

The  number  of  steam  railway  employees  included  in  the  report  was 
407,802.  Of  these,  401,437  were  male  time  workers  in  regular  em- 
ployment. This  number  was  in  turn  made  up  of  365,901  men  and 
35,536  lads  and  boys.  These  figures  cover  all  workers  employed  in 
railway  operation  receiving  regular  weekly  wages.  Thus  there  are 
excluded  officers,  clerks,  and  station  masters,  who  are  on  annual  salary, 
employees  engaged  in  construction  of  equipment,  who  receive  wages 
by  the  day,  and  workers  casually  employed.  The  report  further  ex- 
cludes employees  engaged  in  outside  operations,  such  as  canals, 
harbors,  docks,  steamships  and  hotels.  A  statement  including  all 
these  groups  would  cover  621,341  railway  employees,  which  was  the 
total  number  in  the  United  Kingdom  in  1907,  according  to  an  enum- 
eration made  in  that  year  by  the  Board  of  Trade. 

The  number  of  employees  in  1907  was. ascertained  from  the  pay- 
rolls of  the  last  pay-week  of  January,  x\pril,  July,  and  October,  1907. 
For  the  last  pay-week  in  October  there  were  also  ascertained  the  rate 
of  wages,  or  nominal  earnings,  of  each  regular  time  worker  and  the 
actual  earnings  of  each  employee,  whether  time  or  piece  worker.  The 
report  is  confined  chiefly  to  a  study  of  the  wages  of  the  365,901  adult 
male  workers  employed  on  a  regular  time  basis. 

The  average  annual  cash  earnings  of  all  the  employees  covered  by 
the  investigation  amounted  to  nearly  £65,  or  about  $316.  This  is  an 
average  of  $6.08  per  week.  Lads  and  boys  averaged  11  shillings  11 
pence  a  week,  or  $2  90,  while  the  365,901  adult  male  time  workers  re- 
ceived an  average  of  26  shillings  8  pence  per  week,  or  $6.49.  These 
earnings  include  all  cash  bonuses,  /.  e.,  extra  payments  made  to  pro- 
mote the  zeal  and  efficiency  of  men  in  certain  positions  (principally 
goods  checkers,  goods  porters,  one-horse  carmen  and  draymen,  signal- 
men, engine  drivers,  firemen,  passenger  guards,  and  foremen).  These 
bonus  payments  were  made  to  about  one-tenth  of  the  men ;  averaged 
over  all  the  men  employed,  they  amounted  to  four  cents  per  week  per 
man.  The  earnings  also  include  all  extra  payments  for  overtime  work, 
but  do  not  take  account  of  allowances  made  to  employees  in  the  shape 
of  uniforms  or  other  clothing,  houses  rent-free  or  at  a  reduced  rental, 


13 

etc.  Allowances  for  uniforms"  were  granted  to  over  one-half  of  the 
men,  principally  conductors,  brakemen,  signalmen,  engine  drivers,  fire- 
men, switchmen,  porters,  and  foremen.  These  men  received  allow- 
ances for  uniforms  averaging  about  14  cents  a  week,  or  nearly  8  cents 
per  man  per  week  for  all  the  men  employed.  Housing  allowances  were 
granted  to  about  four  per  cent  of  the  men,  averaging  44.6  cents  a  week 
per  recipient,  or  about  2  cents  per  man  for  all  the  men.  Smaller  allow- 
ances were  those  granted  in  the  shape  of  food  to  dining-car  attendants, 
garden  ground  to  trackmen,  and  travel  free  or  at  reduced  rates.  Add- 
ing these  various  supplementary  allowances,  so  far  as  their  cash  value 
can  be  ascertained,  to  the  weekly  earnings  of  the  men  employed  on  a 
time  basis,  the  average  compensation  per  man  is  found  to  be  increased 
from  26  shillings  8  pence  a  week  to  27  shillings  i  penny,  or  from  $6.49 
to  $6.59. 

Hours  of  duty,  exclusive  of  meal  times,  averaged  58  hours  a  week 
for  the  men  and  58.9  hours  for  the  lads  and  boys.  Over  two-thirds 
of  the  regular  employees  had  the  privilege  of  annual  leave,  usually  of 
from  3  to  6  days,  on  fiill  pay. 

Average  rates  of  wages,  and  as  a  corollary  average  earnings,  were 
affected  by  the  places  of  residence  of  the  different  grades  of  em- 
ployees. Thus  69  per  cent  of  the  checkers,  65  per  cent  of  the  one- 
horse  carmen,  63  per  cent  of  the  goods  porters,  56  per  cent  of  the 
passenger  guards,  and  42  per  cent  of  the  mechanics  were  found  in  the 
large  cities,  but  only  14  per  cent  of  the  platelayers  and  packers  and 
only  20  per  cent  of  the  signalmen  were  city  dwellers.  The  wages  for 
the  same  grades  of  labor  are  commonly  higher  in  the  large  than  in  the 
small  cities. 

The  average  actual  weekly  earnings  for  the  principal  classes  of 
employees,  based  on  the  pay-roll  for  the  last  pay-week  in  October, 
1907.  were  as  follows: 


o  In  general,  it  may  be  stated  that  in  the  United  States  railway  employees  are 
not  furnislied  uniforms  at  the  expense  of  the  companies. 


14 


Average  Weekly  Earnings  and  Hours  of  Labor  of  the  Railway  Employees 
OF  THE  United  Kingdom,  by  Classes  :  1907. 


Occupation  a 

Foremen 

Gangers  (permanent  way) 

Porters    (coaching  and  traffic)  : 

"Six-day"  workers 

Other  workers 

Porters    (goods) 

Checkers  (goods) 

Shunters 

Porter  shunters 

Passenger  guards ; 

Porter   guards 

Goods  guards  and  brakesmen 

Porter  brakesmen 

Ticket  collectors  and  examiners 

Signalmen 

Porter    signalmen 

Engine   drivers 

Firemen 

Engine   cleaners 

Carriage  and  wagon  examiners  and  greasers 

Carriage  cleaners 

Mechanics 

Platelayers  and  packers 

Carmen  and  draymen — one  horse 

Carmen  and  draymen — two  or  more  horses 

Cartage  staff 

Laborers  (locomotive,  carriage,  and  wagon  dept.) 

Laborers   (permanent  way) 

Other  men 


Average 

Hours  of 

Number. 

weekly 
earn- 

duty 
per 

in  gs- 

week. b 

14,208 

$8.70 

58.8 

10,772 

6.31 

55-0 

18,146 

4.81 

60.7 

5,760 

4-34 

.... 

18,506 

5-31 

60.4 

10,095 

6.51 

60.3 

14.097 

6.23 

55.0 

238 

487 

61.7 

6,586 

7.12 

61.4 

772, 

5-15 

62.8 

15,643 

758 

61.0 

444 

6.12 

61.5 

3.360 

6.00 

60.7 

26,849 

6.69 

57-5 

2,287 

4.87 

63.3 

26,430 

II. 17 

62.0 

26,029 

6.67 

62.0 

9.930 

4.91 

58.6 

4,173 

6.47 

59-2 

4,478 

4-93 

569 

27,095 

7-71 

54-3 

44.355 

5-15 

55- 1 

15.078 
2,017 

6.02  \ 
6.68   ( 

61.2 

2.S70 

6.29 

59-3 

8,518 

529 

55-5 

27,197 

5-27 

55.0 

16.098 

5-94 

58.3 

Wages  under  Conciliation  Scheme,  1909  and  1910. 

Later  data  regarding  English  railway  wages  than  that  embodied  in 
the  foregoing  table  are  contained  in  the  reports  of  settlements  of  wages 
on  individual  railways  under  the  conciliation  scheme.  The  conciliation 
scheme  was  put  into  eflfect  by  an  agreement  of  November  6,  1907,  and 
all  the  revisions  reported  under  the  scheme  relate  to  wages  that  are 
more  nearly  current  than  those  covered  by  the  Board  of  Trade  report 
from  which  the  foregoing  table  was  taken.     Certain  of  these  revisions 


(a)  Unless  otherwise  specified  these  employees  are  "six-day"  workers.  "Other 
workers"  are  those  who  work  Sundays  in  turn  without  extra  pay  or  equivalent 
time  off.  "Other  workers"  are  shown  in  the  table  only  where  their  number  is 
considerable. 

"Gangers"  correspond  in  general  to  gang  foremen  on  American  railways, 
"shunters"  to  switchmen,  "guards"  to  conductors,  "platelayers  and  packers"  to 
ordinary  trackmen.     "Goods"  refers  to  freight. 

(&)   Exclusive  of  mealtimes   and  overtime. 


15 

are  cited  below.  It  should  be  noted  that  the  amounts  given  in  this 
connection  are  rates  of  pay,  and  not  average  amounts  actually  earned. 
•  On  the  Brecon  &  Merthyr  Railway,  a  Welsh  railway  operating  about 
60  miles  of  line,  the  following  minimum  and  maximum  rates  of  pay 
were  instituted  during  1909  and  1910: 

Brecon  &  Merthyr  Railway. 

Weekly  rate  of  pay 

I *^ \ 

Goods  and  mineral  guards $5. 60' to   $6.81 

Brakesmen 4-87    "      5-35 

Passenger  engine  drivers 7-30    "    10.58 

Goods  and  mineral  engine  drivers 7 .  30    "    10 .  22 

Passenger  firemen 4-38    "     6.08 

Goods  and  mineral  firemen 4  •  38    "      5  •  84 

Foremen  (per  day) 105    "      1.22 

Gangers 584    "     6.45 

Second  hands S-H    "      5-6o 

Platelayers 487   "     5-35 

On  the  North  Eastern  Railway,  an  English  railway  operating  about 
1,700  miles  of  line,  an  arbitrator's  award  of  November  4,  IQ09,  estab- 
lished maximum  and  minimum  rates  of  pay  under  the  conciliation 
scheme  as  follows : 

North  Eastern  Rah.way. 

Weekly  rate  of  pay. 
, ' > 

Cleaners $2.43  to  $4.87 

Goods  and  mineral  guards 7-54    "      7-79 

Firemen  (per  day) 85    "      1.22 

Passenger  guards  (class  3) 6.57 

Lengthmen 4 .  38  to     6 .  33 

Point  oilers  a 4.38    "      6.33 

On  the  Great  North  of  Scotland  Railway,  operating  something  over 
300  miles  of  line,  the  following  rates  of  pay  were  instituted  late  in 
1909: 

Great  North  of  Scotland  Railway, 

Weekly  rate  of  pav. 
, * 1^ 

Guards $6.08  to  $6.81 

First  relief  signalmen 6.57 

Foremen  5 . 1 1 

Laborers  4 .  38 

Report  of  the  Amalgamated  Society  of  Railway  Servants — 1907. 

An  investigation  into  wages  and  hours  of  labor  of  railway  employees 
was  carried  on  during  the  months  of  August,  September,  and  October, 
1907,  by  the  .A.malgamated  Society  of  Railway  Servants,  the  leading 

"  "Point"  is  the  Englisli  term  for  switch. 


i6 

railway  labor  union  of  the  United  Kingdom.  The  report  of  the  investi- 
gation appeared  in  1908.  As  the  date  of  this  investigation  closely 
approximates  that  of  the  Board  of  Trade  report  already  discussed,  ap 
interesting  comparison  is  offered.  The  Board  of  Trade  report,  it  will 
be  recalled,  was  based  on  returns  furnished  by  the  railways  as  em- 
ployers; the  report  of  the  Amalgamated  Society  w^as  based  on  returns 
furnished  by  the  branch  secretaries  of  the  union — that  is,  by  the  rep- 
resentatives of  the  employees." 

The  report  of  the  Amalgamated  Society  of  Railway  Servants  covers 
all  railway  employees  except  higti  officials,  station  masters,  clerks,  ma- 
chine-shop workers,  casual  and  miscellaneous  workers.  The  total 
number  included  for  the  United  Kingdom  is  259,284.  Of  this  number 
15,921  were  estimated  to  be  boys.  The  report  presents  in  tabular 
form  the  standard  weekly  wage  ascertained  for  the  various  grades  of 
employees  on  the  several  railways.  The  average  weekly  wage  of  all 
grades  combined,  exclusive  of  additions  for  overtime  or  Sunday  pay, 
bonuses,  and  allowances,  was  found  to  be  as  follows : 

standard  wtekly  rate 
of  pay. 

, * V 

Men.  Boys 

United    Kingdom..... $582  $2.86 

England  and  Wales 5 .  9Q  2 .  86 

Scotland 5-56  300 

Ireland 462  2.39 

Additional  payments  and  allowances  mentioned  by  the  report  are  as 
follows :  Bonuses,  which  are  given  chiefly  to  engine  drivers  and  signal- 
men ;  lodging  allowances,  made  to  employees  who  find  it  necessary  to 
lodge  away  from  home ;  uniform  allowances  in  the  shape  of  overcoats, 
caps,  and  jackets,  or  full  uniforms.  No  attempt  is  made  by  the  report 
to  estimate  the  average  weekly  cash  value  of  these  various  allowances. 

It  is  possible  to  compare  the  average  weekly  rates  of  pay  returned 
in  this  report  for  the  United  Kingdom  with  the  corresponding  returns 
of  the  Board  of  Trade  report  of  1907,  exclusive  of  overtime  pay, 
bonuses,  and  other  allowances.  The  comparison  is  made  in  the  fol- 
lowing table  for  all  occupations  combined,  and  for  those  occupations 
which  are  classified  with  sufficient  definiteness  to  be  identified  as  the 
same  in  both  reports. 

"  Although  the  report  of  the  Amalgamated  Society  has  been  subjected  to 
criticism,  its  results  closely  approximate  those  of  the  Board  of  Trade,  and  it  is 
of  interest  to  bring  the  two  reports  into  comparison. 


17 


Standard  Weekly  Rate  of  Pay  :  United  Kingdom,  1907  <» 


Occupation. 


All  occupations 

Engine  drivers 

Firemen  

Passenger  guards  and  conductors. 

Goods  guards  and  brakesmen 

Shunters   

Examiners 

Signalmen 

Carriage  cleaners 

Passenger   porters 

Ticket  collectors 

Checkers   

Goods  porters 

Gangers  

Platelayers   


Board  of  Trade  Report. 


Number. 


Weekly  rale 
of  pay. 


365.901 

$5 

92 

26430 

9 

72. 

26,029 

5 

78 

6,586 

6 

73 

15,643 

6 

85 

14,097 

5 

7« 

4,173 

5 

86 

26,849 

6 

00 

4,478 

4 

66 

18,146 

4 

54 

3,360 

5 

60 

10,005 

5 

84 

18,506 

4 

87 

10,772 

5 

74 

44,355 

4 

72 

Report  of  Amaign  mated 
Society  of  Ry.    Servants. 


Number. 


243,363 
25.991 
25,518 

6,873 
15,576 
11,006 

2,801 
26,072 

4.383 
20.571 

3,058 

4,346 
14.581 

7,914 
37,870 


Weekl  V  rate 

of  \  ay. 


$5 
9 
5 
6 
6 
5 
5 
5 
4 
4 
5 
5 
4 
5 
4 


82 
45 
84 
35 
53 
88 
88 

74 
48 
24 
23 
70 

74 
86 
70 


It  will  be  seen  that  for  the  most  part  the  weekly  rates  of  pay  re- 
turned in  the  two  reports  very  nearly  coincide.  The  average  for  all 
occupations  combined  is  $5.92  per  week  in  the  Board  of  Trade  report 
and  $5.82  in  the  report  of  the  Amalgamated  Society. 

Railway  Wages  in  United  States  and  United  Kingdom 

Compared. 

Below  are  shown  the  earnings  of  employees  of  the  several  classes  for 
the  United  Kingdom  and  for  the  United  States,  the  American  returns 
for  the  fiscal  year  1908  (July  i,  1907,  to  June  30,  1908)  being  selected 
as  most  nearly  comparable  with  the  returns  of  the  Board  of  Trade  for 
the  last  pay  week  of  October,  1907.  The  returns  in  each  case  are 
given  as  actual  earnings,  except  that  uniform,  housing,  and  minor 
allowances,  which  averaged  about  ten  cents  per  man  per  week  in  the 
United  Kingdom,  are  not  included.  The  British  returns  have  been 
reduced  to  a  per  diem  basis  by  dividing  the  weekly  earnings  by  six. 

"  This  table  relates  to  adult  males  only.  Inasmuch  as  the  returns  received  by 
the  Amalgamated  Society  in  some  instances  neglected  to  distinguish  men  and 
boys,  only  those  occupations  are  here  shown  from  which,  by  the  nature  of  the 
work,  boys  are  almost  wholly  excluded. 

2—34 


i8 


Average  Daily  Earnings. 


Occupation. 


All  occupations  « 

Station  agents 

Other  station  men 

Enginemen 

Firemen 

Conductors 

Other  trainmen 

Machinists 

Carpenters 

Other  shopmen 

Trackmen  (other  than  section  foremen) 

Switch  tenders,  crossing  tenders  and  watchmen 
'  'All  other  employees  and  laborers" 


United  States, 

United  Kingdom, 

1967-8. 

October,  1907. 

I2.19 

I1.048  (*) 

2.09 

c 

1.82 

'0.90    {<f) 

4-45 

1.86 

2.64 

I. II 

3.81 

1.23    (') 

2.60 

1.25  (/) 

2.95 

i.285(^) 

2.40 

i.285(^) 

2. 12 

0  88  (*) 

1.45 

0.89   (0 

1.78 

1.07  (*) 

1.97 

0.99    (0 

The  average  daily  earnings  of  railway  employees  in  1907  amounted 
to  $2.19  in  the  United  States  and  $1,048  in  the  United  Kingdom, 
the  earnings  for  the  United  States  being  109  per  cent  greater 
than  for  the  United  Kingdom.  If  the  value  of  all  extra  allowances 
for  uniform,  housing,  etc.,  be  added  to  the  English  earnings,  the  Amer- 
ican compensation  is  still  the  greater  by  about  100  per  cent.  Roughly 
the  American  railway  employee  was  paid  in  1907-8  twice  as  much  per 
day  as  the  English  railway  employee. 

For  the  separate  occupation  classes,  the  pay  received  in  the  United 
States  is  higher  than  the  pay  of  the  corresponding  classes  in  the 
United  Kingdom  by  the  following  percentages : 


(")   Except  officers  and  clerks. 

{b)   First  week  in  December,   1907. 

(<^)   Not  covered  by  investigation  of  Board  of  Trade. 

(<^)  Passenger  and  goods  porters,  goods  checkers,  and  ticket  collectors  and 
examiners. 

(*)  Passenger  guards,  porter  guards,  goods  guards  and  brakesmen.  It  is 
impossible  to   separate  guards  and  brakesmen. 

(0  Porter  brakesmen,  goods  guards  and  brakesmen.  It  is  impossible  to 
separate  guards  and  brakesmen. 

C«)   Mechanics. 

(^)   Engine  and  carriage  cleaners,  carriage  and  wagon  examiners  and  greasers. 

(»")   Gangers,  platelayers  and  packers,  and  permanent  way  laborers. 

(*)   Shunters  and  porter  shunters,  signalmen  and  porter  signalmen. 

(')  "Other  men." 


19 

Conductors 209.8  per  cent. 

Enginemen 139. 2  "  " 

Firemen 137.8  "  " 

Machinists 129.6  "  " 

"Other  trainmen" 108.0  "  " 

"Other  station  men" 102.2  "  " 

"All  other  employees" 99.0  "  " 

Switch  tenders,  crossing  tenders,  and  watchmen....  66.4  "  " 

Trackmen   (other  than  section  foremen) 62.9  "  " 

Compensation  of  Enginemen  and  Firemen  for  Specific  Runs — 

1912. 

Statements  have  been  obtained  from  several  English  railways  re- 
garding the  amounts  paid  to  enginemen  and  firemen  for  specific  runs. 
The  amounts  are  given  in  the  next  table.  In  comparison  with  the  data 
for  England,  there  are  shown  mileage  payments  made  by  the  Balti- 
more &  Ohio  Railroad  to  its  enginemen  and  firemen,  which  are  typical 
of  their  wages  in  that  part  of  the  United  States  east  of  the  Mississippi 
and  north  of  the  Ohio  River.  These  are  rates  of  pay  in  eflFect  during 
January,  1912. 

Enginemen. 


London  &  South  Western 

Total 
Miles. 

Passenger. 

Goods. 

Railway. 

Express. 

Slow. 

Express. 

Slow. 

London  to  Southampton  and  back . 

London  to  Salisbury  and  back 

London  to  Portsmouth  and  back.  . . 
London  to  Dorset  and  back 

168 
150 
272 
222 
250 

344 

$1-95 
I  95 
1-95 
3-89 
2.92 

f  I   82 
1.82 

1.82 

$2.31 
2.31 
2.31 

$2.92 
2    92 
2.92 

4-74 

London  to  Bournemouth  and  back . . 

London  to  Yeovil  and  back    



.  . 

4.25 
5-II 

London  to  Exeter  and  back 

3-89 

Great  Western  Railway 

Total 
miles. 

Time  on  duty. 

Time  allowed. 

Maxi- 

Hrs. 

Min. 

Hrs. 

MIn. 

tnuTn 
rate. 

London  to  Plyrtiouth  (limited)  .  . . 

London  to  Bristol  and  back 

London  to  Bristol  and  back 

225?^: 
236  j4 
236^ 

6 

9 
II 

3 
14 
44 

II 

•13 
14 

3 

15 

12.15 
2.53 
2.77 

20 


Baltimore  &  Ohio  Railroad. 

Payment  per  mile, 
cents. a 

_                     •  .                  f  main  line 

4.0  — 4.2S 

Passenger  service {  b/anch  lines: ..:.. 

3.9 

„,          1   f    •  1  i          .       f  main  line 

4.4s — SO 

Through  freight  service.  {  ^^^^^^^  j.^- • 

4.1   — 4  4S 

T        ,      J           J          .        f  main  line 

4.7  — S-O 

Local  and  mixed  service.  |  ^^^^^^  ^.^^^ 

4.2  — 4.4s 

Firemen. 


London  &  South  Western 

Total 
miles. 

Passenger. 

Goods. 

Railway. 

Express. 

Slow. 

Express. 

Slow. 

London  to  Southampton  and  back . . 

London  to  Salisbury  and  back 

London  to  Portsmouth  and  back. . . . 
London  to  Dorset  and  back 

158 
168 

150 
272 
222 
250 

344 

I1.16 
1. 16 
I    16 
2.31 
1-74 

$1,095 
1.095 
1.095 

ft. 46 
1.46 
1.46 

$1.82 
1.82 
1.82 
2.72 

London  to  Bournemouth  and  back . . 

London  to  Yeovil  and  back 

2.74 
3.28 

London  to  Exeter  and  back. .      .    . 

2  31 

Great  Western  Railway. 

Total 
miles. 

Time  on  duty. 

Time  allowed. 

Maxi- 

Hrs. 

Min. 

Hrs. 

Min. 

mum 
rate. 

London  to  Plymouth  (limited) . . . 

London  to  Bristol  and  back 

London  to  Bristol  and  back 

2251^ 

236^4 

6 

9 
II 

3 
14 
44 

II 

13 
14 

3 
15 

$1.34 
T.58 
1.73 

"  In  passenger  service,  100  miles  or  less  constitute  a  day.  Overtime  is  computed 
on  a  speed  basis  of  20  miles  per  hour  at  45  cents  per  hour.  In  through  freight 
and  local  and  mixed  service  100  miles  or  10  hours,  or  less,  constitute  a  day.  All 
over  100  miles  or  10  hours  are  compensated  pro  rata.  The  variations  in  rates  are 
due  to  differences  in  weight  and  style  of  engine. 


21 


Baltimore  &  Ohio  Railkoad. 


Passenger  service l  J"**°  J|"*- ' ' ' 

°  I  branch  lines. 


Through  freight  service 

Local  freight  and  pick-upservice. 


main  line. . . 
branch  lines, 
main  line. . . 
branch  lines. 


Payment  per  mile, 
cents,  a 


2.3  —2-5 

2.25 

2.75-31 
2.75—2  9 

2.95-31 
2.75—2.9 


The  foregoing  tables  may  be  summarized  on  a  per  mile  basis,  as 
follows : 

Enginemen. 


Passenger  : 

Express 

Local 

Freight  : 

Fast  or  through 

Slow  or  local . . . 


Rate  of  pay  per  mile— cents. 


B.  &  O. 


3.9—4.25 

3-9—4  25 

4.1—5.0 
4.2—50 


Great  Western. 


095 
1.07 — 1. 17 


London  &  S.  W. 


1. 13— 1-43 
1.08—1.21 


'375-1-54 
1-49— 1-95 


Firemen. 


Passenger  : 

Express 

Local 

Freijiht  : 

Fast  or  through 

Slow  or  local .  . 


Kate  of  pay  per  mile— cents. 


B.  &  O. 


2.25—2.5 
2.25—2.5 


2.75- 
2.75- 


•3.1 
-3.1 


Great  Western.       London  &  S.  W. 


"•59 
0.67-0.735 


0.67—0.85 
o  65— o  73 


0.87- 
0.95- 


-0.97 

-I  .21 


"  In  passenger  service,  too  miles  or  less  constitute  a  day.  Overtime  is  computed 
on  a  speed  basis  of  20  miles  per  hour  at  a  pro  rata  rate  per  hour.  In  through 
freight  and  local  and  pick-up  service,  100  miles  or  10  hours,  or  less,  constitute  a 
day.  Overtime  is  compensated  pro  rata.  The  variations  in  rates  are  due  to 
differences  in  weight  and  style  of  engines. 


22 


These  tables  make  it  clear  that  enginemen  and  firemen  on  a  typical 
Eastern  road  in  the  United  States  are  compensated  at  rates  of  pay 
that  are  two,  three,  and  four  times  as  high  as  the  rates  of  compensation 
of  engineers  and  firemen  on  representative  English  roads.  This  is 
strikingly  brought  out  by  placing  by  the  side  of  the  amounts  paid  by 
the  railways  of  England  for  representative  runs  of  those  listed  on 
pages  19  and  20  the  amounts  which  would  be  paid  at  the  minimum  rate 
of  wage  prevailing  on  the  eastern  railways  of  the  United  States  for 
corresponding  service.  If  the  maximum  American  wage  were  used  in 
this  comparison  the  disparity  would  be  still  greater. 


Character  of  ntn. 


Distance- 
Miles. 


Wage  received 

at  English  rate  of 

pay. 


What  wage  would 

be  at  American  rate 

of  pay. 


Passeiiger — Express 
do.  do. 

do.  Slow  . . . 

Freight — Fast 

do.         Slow 

Passenger — Express 
do.  do. 

do.  Slow  . . . 

Freight — Fast 

do.         Slow 


158 

236.'^ 

168 

150 
272 


158 

236^ 

168 

150 
272 


Enginemen. 


|i-95 

2.53 
1.82 


2, 

4. 

$1 
I 
I 


31 
74 

16 
58 
095 


Firemen. 


1.46 
2.72 


I6.32 
9.46 
6.72 

6.67 
12.78 

13- 63 
5-44 
3-86 

4.12 

8.02 


While  it  has  been  shown  that  English  railway  wages  are  much  lower 
than  in  the  United  States,  it  must  also  be  borne  in  mind  (i)  that  the 
level  of  commodity  prices  is  much  lower  in  England,  and  (2)  that  the 
standard  of  comfort  demanded  by  the  English  workman  is  lower  and 
his  manner  of  living  simpler  than  that  of  his  American  colleague.  An 
attempt  is  made  in  the  second  part  of  this  study  to  ascertain  the  cost 
of  living  and  the  level  of  prices  in  the  United  States  and  foreign  coun- 
tries. 


23 


Note  to  the  Study  of  Railway  Wages  on  the  Continent  of 

Europe. 

In  the  countries  of  Continental  Europe  there  are  scales  of  annual 
salaries  for  railway  employees  which,  however,  do  not  apply  to  the 
lower  classes  who  are  usually  paid  at  a  daily  rate  of  wage.  Each  scale 
provides  for  a  gradation  in  the  salaries  of  the  class  of  employees  to 
which  it  applies,  progression  from  the  minimum  to  the  maximum  re- 
quiring service  throughout  an  extended  series  of  years. 

Such  gradations  do  not  exist  in  the  United  States.  Here,  in  some 
departments  of  the  railway  service  advance  in  salary  depends  to  an 
extent  upon  experience,  but  in  the  case  of  trainmen  there  are  virtually 
no  distinctions  in  rates  of  pay  based  on  seniority,  variations  in  the  com- 
pensation to  enginemen,  firemen,  conductors,  and  other  trainmen  de- 
pending mainly  upon  the  length  and  character  of  their  run.  The  range 
of  such  variations  in  the  United  States  is  roughly  indicated  by  the 
following  table,  based  upon  statements  furnished  by  two  representative 
railways,  one  operating  in  the  East  and  one  in  the  West,  showing  the 
minimum  and  maximum  of  annual  earnings  of  enginemen  and  firemen 
during  1911-1912. 


ENGINEMEN. 

Minimum. 

Maximum. 

Railway  A 

Railway  B. 

Passenger  service   

Ji, 606.00 

1,293.60 
i,372.So 
1,102.00 

#r,97i.oo 

2,855. 16 
2,442.00 
1,830.00 

Freight  service 

Switching  service 

FIREMEN. 

Mininiutii. 

Maximum. 

Railway  A 

• 

|l,022  00 

806.40 
842.40 

7.^5  00 

;Ji,  204.50 

1,799.84 
1,630.80 
1,217.00 

Railway  B. 

Passenger  service 

Freight  service 

Switching  service 

24 


FRANCE." 

Railway  employees  in  France  are  classified  either  as  officials  who 
receive  an  annual  salary  or  as  workmen  who  are  paid  a  daily  wage. 

Salaries  and  fixed  wages  on  the  French  railways  are  so  arranged 
that  there  is  for  every  class  of  employee  a  minimum  rate  of  pay, 
effective  at  the  beginning  of  the  employee's  term  of  service,  and  a 
maximum  rate,  reached  after  passing,  during  a  number  of  years, 
through  several  intermediate  stages  of  gradually  advancing  compen- 
sation. Thus  on  the  state  railway  system  every  class  is  subdivided 
into  from  four  to  seven  subclasses,  each  representing  a  certain  number 
of  years  of  service.  From  this  it  is  clear  that  the  maximum  rates 
paid  on  French  railways  are  reached  only  after  an  extended  service 
and  by  comparatively  few  employees,  and  that  the  predominant  range 
of  salaries  and  wages  must  in  all  cases  lie  considerably  below  the 
maximum. 

Employees  of  French  railways  at  the  close  of  the  year  1909  num- 
bered 330,000  persons,  of  whom  a  fifth  were  employed  on  the  state 
railway  system  (reseau  de  I'fitat). 

French  State  Railways. 

Annual  salaries  on  the  state  railways,  as  fixed  by  decrees  of  1899 
and  1901,  are  as  follows: 

x\nnual  salary. 


, ' > 


Miiiiniuni.  Maximum. 

Heads  of  departments $1,158.00  $3,667.00 

Assistant  heads  of  departments 1,158.00  1,833.50 

Assistant   secretaries 1. 158. 00  1.833.50 

Chief  engineers  and  assistants 2,509.00  3,667.00 

Assistant    chief    engineers,    principal    engineers,    and 

engineers 1,351.00  2.509.00 

Assistant  engineers 1,158.00  1.833. 5° 

Principal  mechanics 694.80  T,o8o.8o 

Mechanics 347-40  636.90 

Examiners,  mechanical  department 231.60  405 -30 

Electricians 231.60  405.30 

"  Unless  otherwise  specified,  the  data  contained  in  this  discussion  are  drawn 
from  the  report  of  the  British  Board  of  Trade  on  Railways  in  Belgium.  France, 
and  Italy,  1910,  pp.  202-218,  which  relates  to  the  year   1908. 


25 

Annual   salary. 

, ' , 

Minimum.  Maximum. 

Traffic    manager $2,5og.oo  $3,667.00 

Assistant  traffic  manager i,35l  00  2,509.00 

Principal  commercial  staff 1,158.00  1.^33-50 

Chief  and  assistant  medical  officers 386.00  965-00 

Inspector  general  and  chief  inspector 1,351.00  2,509.00 

Assistant  chief  inspector 1,158.00  1.833.50 

Inspectors  and  chief  station  inspectors 772.00  1,351.00 

Assistant  inspectors 521 .  10  810. 60 

Principal  clerks 5^i-io  1,833.50 

Chief  clerks  and  rate  clerks 772.00  i,35i  00 

Assistant  chief  clerks 694.80  1,080.80 

Chief  clerks  for  grande  vitesse  and  petite  vitesse 347-40  636.90 

Clerks 289.50  810.60 

Dispatchers'  clerks 289.50  636.90 

Principal  clerks  for  grande  vitesse  and  petite  vitesse. ..  289.50  52I-I0 

Booking  office  clerks 260.55  434-25 

Telegraph  clerks 231.60  405. 30 

Principal  accountants  and  clerks  accountants 521 .  10  810.60 

Accountants 289.50  810.60 

Cashiers 289. 50  521.10 

Chief  draughtsmen 521.10  810.60 

Draughtsmen 289.50  636.90 

Storekeepers 231. 60  810.60 

Distributors  of  stores 231.60  405. 30 

Store   laborers 202.65  270.20 

Works  managers 772.00  1,351.00 

Foremen 260.55  810.60 

Assistant  foremen 231.60  636.00 

Station  masters  and  assistant  station  masters 347-40  694.80 

Controllers 521. 10  810.60 

Controllers  of  trains 347  40  636.90 

First-class    engine    drivers 521.10  8ro.6o 

Engine  drivers 347-40  636.90 

Conductors 347-40  694.80 

Firemen  and  firemen  stationary  engines 260.55  4.34-25 

Guards    260.55  434-25 

Brakesmen 231.60  405. 30 

District  chiefs 347  40  694.80 

Timekeepers 289 .  50  694  ^ 


26 

Annual   salary. 

^— ' ^ 

Minimum.  Maximum. 

Principal    messengers $260.55  $434.25 

Messengers 231.60  405.30 

Leading  porters 289.50  521.10 

Registering  porters 260.55  434-25 

Office  and  door  porters 231.60  347-40 

Representatives  at  joint  stations 289.50  521.10 

Chief  shunters 260.55  434-25 

Pointsmen    231.60  405.30 

Chief   rail-layers 260.55  434.25 

Rail-layers I73-70  241.25 

Watchmen 231 .  60  405 .  30 

Bridge   watchmen 202.65  270.20 

Signalmen 231 .  60  405 .  30 

Semaphore  and  lamp  keepers 202.65  270.20 

Gatekeepers 173-70  241.25 

Cranesmen 260 .  55  434 .  25 

Weighing-machine  attendants   231.60  405.30 

Coopers 231.60  405.30 

Laborers 202.65  270.20 

In  addition  to  wages  or  salaries  paid  by  the  state  railways,  a  certain 
amount  of  money,  not  to  exceed  2  per  cent  of  the  gross  earnings  of 
the  year,  is  distributed  to  selected  employees  each  year  in  the  form  of 
premiums  for  thrift  and  good  management.  Employees  with  large 
families  are  specially  assisted,  and  grants  are  made  in  individual  cases 
for  funeral  expenses,  for  assistance  to  orphans,  and  for  various  other- 
purposes.  All  employees  who  are  on  permanent  salary  or  fixed  wages 
share  in  a  pension  fund,  which  is  supplied  partially  by  state  subsidy 
and  partially  by  annual  deductions  from  the  employees'  salaries.  The- 
minimum  pension  is  about  $70  a  year. 

Paris-Orleans  Railway. 

On  the  Paris-Orleans  Railway,  a  private  railway  employing  about 
one-seventh  of  the  railway  workers  of  France,  the  following  scale  of 
salaries  is  in  efifect : 


27 

Annual  salary. 


, ^ 


Minimum.  Maximum. 

Chief  clerks  (head  office) $579-00  $i,737-00 

Assistant  chief  clerks  (head  office) 46320  1,042.20 

Principal  assistant  chief  clerks 463-20  1,158.00 

Central  administrative  principal  clerks 405-30  694.80 

Booking  office  clerks 347-40  579-00 

Chief  clerks,  assistant  chief  clerks,  and  principal  clerks, 

grande  vitesse  and  petite  vitesse 347-40  579-00 

Clerks,  grande  vitessee  and  petite  vitesse 289.50  521-10 

Central  administration  staff 289.50  579-0O 

Ticket  clerks  231.60  376.35 

Principal  station  masters 694.80  1,389.60 

Station  masters 521.10  1,158.00 

Secondary  station  masters 405 -30  810.60 

Station  masters,  small  stations 347-40  521.10 

Assistant  principal  station  masters 347-40  694.80 

Relieving  principal  station  masters 260.55  318.45 

Platform  superintendents 347 -40  521 .  10 

Assistant  station  foremen 231.60  376.35 

Checkers 231 .60  318.45 

Inspectors 521.10  1,158.00 

Traffic  and  assistant  traffic  inspectors 405.30  810.60 

Inspecting  collectors 289.50  347-40 

Overseers 231.60  318.45 

Principal  accountants 347 .  40  579 .  00 

.Accountants 405 .  30  694 .  80 

Cashiers.. 463.20  810.60 

Lighting  overseers 405.30  810.60 

Foremen    lampmen 260.55  405. 30 

Lampmen  and  lamp  cleaners  (per  month) 14-72  29.38 

Leading  under  porters 289 .  50  463 .  20 

Registering  porters 289.50  405.30 

Porters 231.60  318.45 

Section  foremen 289 .  50  405 .  30 

Gangers 231.60  318.45 

Guards 3i8-45  376.35 

Brakesmen 260.55  318. 45 

Telegraph    staflF 231.60  37635 

Semaphore  staff 231.60  318.45 

Signal  workmen 231.60  289.50 

Pointsmen 231.60  376.35 

Storemcn 231 .60  347.40 

Office  keepers 231.60  289.50 

Workmen  (per  month) 14 -72  29.38 

Watchmen 231 .60  289.50 


28 

Dwelling  allowances  are  granted  by  the  railway  to  employees  living 
in  Paris  or  Bordeaux  whose  salary  is  less  than  $463.20,  and  to  employ- 
ees living  elsewhere  whose  salary  is  less  than  $405.30.  The  dwelling  al- 
lowance varies  in  amount  according  to  the  size  of  the  city  of  residence, 
running  from  $38.60  a  year  in  Paris  down  to  $6.95. 

In  addition,  the  Paris-Orleans  Railway  grants  subsidies  to  heads  of 
families  on  the  following  basis:  Employees  with  a  salary  not  exceed- 
ing $289.50  a  year,  who  have  dependent  on  them  more  than  two  chil- 
dren under  15,  or  sick  children  of  any  age,  or  orphan  relatives  under 
15,  or  father,  mother,  father-in-law  or  mother-in-law,  are  granted 
monthly  subsidies  of  $0,965  for  the  third  dependent  person  of  any  of 
the  classes  named,  and  from  $0,965  to  $1.93  for  the  fourth  and  each 
additional  person.  Employees  with  a  salary  exceeding  $289.50  but  not 
over  $405.30  do  not  receive  the  monthly  subsidy  for  the  third  depend- 
ent of  any  of  the  classes  named,  but  are  granted  $0,965  for  the  fourth 
and  from  $0,965  to  $1.93  for  the  fifth  and  each  additional  member. 
The  variation  in  the  subsidy  for  the  fourth  (or  fifth)  person  is  deter- 
mined by  the  size  of  the  city  of  residence,  the  largest  subsidy  being 
paid  to  employees  living  in  Paris  and  Bordeaux. 

Engine  drivers  and  firemen  receive  additional  allowances  in  the 
shape  of  "kilometric"  premiums ;  that  is,  premiums  varying  with  the 
kilometers  traveled.  Thus  to  engine  drivers  on  passenger  trains  a 
premium  of  $1.20  is  paid  for  each  i.ooo  kilometers  (621  miles)  up  to 
4,000  kilometers  a  month;  $1.39  for  the  fifth  thousand.  $1.97  for  the 
sixth,  $2.45  for  the  seventh,  $2.93  for  the  eighth,  and  $3.90  for  the 
ninth  and  each  additional  thousand.  To  engine  drivers  on  freight  or 
mixea  trains,  the  payment  per  1,000  kilometers  is  two-fifths  greater 
than  on  passenger  trains,  and  to  engine  drivers  on  switching  locomo- 
tives three-fifths  greater  than  on  passenger  trains,  switching  mileage 
being  counted  at  the  rate  of  5  kilometers  (3.1  miles)  per  hour.  To 
firemen  on  passenger  trains  the  monthly  premium  is  60  cents  for  each 
1,000  kilometers  (621  miles)  up  to  4,000,  74  cents  for  the  fifth  thou- 
sand, 98  cents  for  the  sixth,  $1.23  for  the  seventh,  $1.47  for  the  eighth, 
and  $1.95  for  the  ninth  and  each  additional  thousand.  These  payments 
to  firemen  are  increased  in  the  case  of  freight  trains  and  switching 
locomotives,  respectively,  in  the  same  ratio  as  the  payment  to  engine- 
men.  A  further  premium  is  paid  to  firemen  on  compound  engines, 
amounting  to  29  cents  per  i.ooo  kilometers  (621  miles).  Premiums 
are  also  granted  for  the  economical  use  of  fuel  at  the  rate  of  $1.54  for 
every  unused  ton  of  fuel  under  a  specified  maximum. 


29 

Premiums  are  given  to  engine  drivers  and  firemen  for  maintaining 
the  regular  time  schedule.  In  case  a  train  is  late,  the  engine  driver 
receives  for  every  minute  of  time  made  up  a  premium  of  from  1.2  cents 
to  14.5  cents,  according  to  the  class  of  train  handled,  while  the  fireman 
receives  from  0.4  cent  to  6.8  cents.  The  engine  driver  and  the  fire- 
man may  also  be  fined  corresponding  amounts  for  each  minute  of 
time  lost 

Paris-Lyons-Mediterranean  Railway. 

The  salary  list  of  the  Paris-Lyons-Mediterranean  Railway,  a  private 
railway  employing  about  one-fourth  of  the  railway  workers  of  France, 

is  as  follows: 

Annual  salary. 


, ^ 


Minimum.  Maximum. 

Inspectors,  and  assistant  and  commercial  inspectors $579-00  $1,254.50 

Telegraph  and  weighing-machine  inspectors 231.60  772.00 

Auditors 405-30  i,254-50 

Cashiers 405-30  694.80 

Principal  clerks 405.30  i,2c;4.50 

Clerks 405.30  694.80 

Booking  office  clerks 231.60  772.00 

Station  masters  ( ist  and  2d  class) 260. 55  1,254. 50 

Chief  goods  porters  and  checkers 318.45  579-00 

Assistant  goods  porters 196 .  86  405 .  30 

Chief  guards  and  guards 196.86  463.20 

Chief  gangers... 231.60  463.20 

Gangers 196.86  405.30 

Telegraphists 231 .  60  463 .  20 

Signalmen 231.60  405.30 

Watchmen  and  messengers 231.60  405.30 

Monthly  lodging  allowances  of  from  $1.16  to  $3.47  are  paid  to 
employees  with  an  annual  salary  of  less  than  $347.40  who  live  in  par- 
ticularly expensive  localities.  The  amount  varies  with  the  locality,  the 
maximum  being  granted  to  employees  assigned  for  duty  at  stations  on 
the  Riviera  during  the  months  of  the  winter-resort  season.  To  em- 
ployees receiving  a  monthly  salary  no  lodging  allowance  is  paid,  as  this 
is  included  in  the  salary. 

An  indemnity  of  from  one  to  six  per  cent  of  their  salary  is  paid  to 
employees  who  are  required  by  the  company  to  change  their  residence, 
providing  the  change  is  not  made  as  a  punishment. 


30 

The  company  grants  monthly  premiums  for  the  economical  use  of 
coal  and  lubricants.  For  every  ton  of  coal  which  is  economized  under 
a  certain  standard  allowance  the  engine  driver  and  fireman  receive 
$1.93,  divided  between  them  proportionately  to  the  distance  they  have 
respectively  covered  during  the  month;  for  every  kilogram  of  lubri- 
cant economized  they  receive  5.8  cents.  Conversely,  the  same  amounts 
are  charged  against  Engine  drivers  and  firemen  as  fines  for  the  extrava- 
gant use  of  coal  and  lubricants  above  the  standard  amounts;  these 
fines  are  not  charged  against  the  employee's  salary,  but  against  the 
premiums  he  may  have  earned. 

Distance  or  kilometric  premiums  are  paid  to  engine  drivers  and  to 
firemen.  The  company  also  grants  premiums  to  engine  drivers  for 
making  up  time,  and  fines  them  for  loss  of  time.  These  premiums 
to  enginemen  and  firemen  are  of  a  similar  nature  to  those  described 
above  for  the  Paris-Orleans  Railway. 

Southern  Railway. 

On  the  Southern  Railway  (Sud  de  la  France),  a  small  private  rail- 
way, the  salaried  staff  receives  compensation  as  follows : 

Annual  salary. 
, ' , 

Minimum.  Maximum. 

Chief  clerks  and  head  office  clerks $289.50  $1,061.50 

Clerks   (chief  office) 254.76 

District  clerks 254.76  694.80 

Shop  clerks 254.76  694.80 

Excise   clerks 231.60  254.76 

Booking  clerks 46.32  289.60 

Inspectors , 289.50  521  10 

Engine  drivers 312.66  59700 

Firemen 208.44  312.66 

Guards 231.60  46320 

Train  crews 202.65  254.76 

Station  masters 231.60 

Assistant  station  masters 312.66 

Relieving  chief  station  staff 289.50 

Relieving  station  staff 231 .60 

Platform  superintendents 289.  50 

Checkers ,  231.00  347-40 

Telegraphists 289 .  60 

Cashiers 312.66 

Accountants ^ 254 .  76 

Accountant  porters 231.60  463.20 

Porters 231.60  40530 


31 


Annual   salary. 

, * 

Minimum.  Maximum. 


Foremen   shunters $231.60  $463-20 

Pointsmen 231.60  312.66 

Yard  staff 202.65  254.76 

Day  laborers  (per  day) .483  -676 

Allowances  are  granted  to  employees  as  follows:  Chief  office  clerks 
receive,  in  addition  to  their  regular  salary,  an  annual  allowance 
amounting  to  about  one  month's  pay.  A  number  of  classes  are  given 
liberal  traveling  allowances,  amounting  in  some  cases  to  more  than 
100  per  cent  of  their  regular  salaries.  These  classes  are  inspectors, 
guards,  train  crews,  relieving  station  staff,  assistant  station  masters, 
platform  superintendents,  telegraphists,  foremen  shunters,  checkers, 
and  pointsmen. 

To  engine  drivers  and  firemen  premiums  are  given  for  distance 
covered,  for  economy  of  fuel  and  lubricants,  and  for  keeping  to  sched- 
ule time,  aggregating  from  $193  to  $231.60  a  year  for  engine  drivers 
and  $115.80  to  $144.75  ^  y^^""  for  firemen.  In  addition,  when  they  are 
obliged  to  sleep  away  from  home,  engine  drivers  are  entitled  to  48 
cents  per  night  and  firemen  to  39  cents. 

Dwelling  allowances  varying  from  $32.81  to  $38.60  a  year  are  made 
to  employees  entitled  to  lodging,  when  such  lodging  is  not  provided 
by  the  company. 

To  every  employee  of  limited  salary,  a  subsidy  is  granted  for  each 
member  of  his  family  over  four.  A  similar  subsidy  has  already  been 
described  in  connection  with  the  Paris-Orleans  Railway. 

The  Southern  Railway  also  grants  subsidies,  or  indemnities,  to  cer- 
tain grades  of  employees,  because  of  the  high  cost  of  living  in  certain 
regions  or  because  of  residence  in  unhealthful  localities.  These  vary 
from  $13.90  to  $44.00  per  annum,  according  to  the  locality  and  to  the 
rank  of  the  employee. 

Certain  perquisites  in  the  way  of  free  transportation  for  his  family 
and  indemnities  for  rents  still  due  are  allowed  when  an  employee  is 
shifted  by  order  of  the  company.  When  an  employee  is  necessarily 
absent  from  his  residence  by  day  or  night  on  exceptional  temporary 
duty,  he  is  entitled  to  sustenance  allowance  of  from  68  cents  to  $1.25 
per  day. 

Finally,  bonuses  are  awarded  each  year  to  such  employees  as  have 
shown  zeal  and  attention  to  work.  These  bonuses  are  never  less  than 
$3.86  and  may  run  as  high  as  $347.40  in  exceptional  cases. 


32 

All  the  railway  companies  of  France  carry  luggage  porters  on  tlieir 
rolls,  but  as  a  general  rule  pay  them  little  or  no  wage,  reliance  being 
placed  wholly  or  in  part  upon  gratuities  from  the  pubhc.  Two  rail- 
ways pay  small  salaries  to  their  porters,  who  are  not  entitled  to  de- 
mand gratuities.  All  the  railways,  also,  use  female  labor  to  some  de- 
gree. Women  act  as  gatekeepers  at  crossings,  as  typists  in  offices,  as 
ticket  agents  in  stations,  and  on  the  state  railways  as  petty  station 
masters. 

Hours  of  labor  are  regulated  by  the  Minister  of  Public  Works, 
whose  decrees  define  and  prescribe  in  detail  the  time  schedules  which 
shall  apply  on  the  railways.  Hours  of  duty  and  periods  of  rest  are 
allotted  to  all  groups  of  employees  under  careful  regulations. 

As  a  general  rule  the  railways  of  France  do  not  supply  their  em- 
ployees with  uniforms,  although  in  some  cases  the  company  assists  in 
obtaining  uniforms  at  a  reduced  price. 

Certain  privileges  as  to  free  passes  and  reduced  rates  of  travel  are 
granted  by  all  the  French  railways  to  their  employees.  In  addition., 
all  the  railway  companies  maintain  pension  funds,  which  are  supplied 
in  part  by  deductions  from  the  salaries  of  employees  and  in  part  by 
subventions  from  the  companies. 

Railway  Wages  in  the  United  States  and  France  Compared. 

It  is  difficult  to  secure,  from  the  foregoing  data,  a  statement  of 
French  railway  wages  comparable  with  American  wage  statistics, 
because  the  United  States  reports  show^  actual  earnings,  while  the 
French  statistics  are  merely  of  maximum  and  minimum  rates  of  pay. 
From  the  statistics  presented  the  following  rough  comparisons  may,, 
however,  be  drawn: 

On  the  Southern  railway  of  France,  day  laborers  receive  from  48.3 
to  67.6  cents  per  day.  Whether  this  wage  is  compared  with  the  daily 
compensation  of  "other  trackmen"  in  the  United  States  in  1908,  which 
averaged  $1.45,  or  of  "all  other  employees  and  laborers,"  which  aver- 
aged $1.97,  or  of  "other  station  men,"  which  averaged  $1.82,  it  will  be 
seen  that  the  American  wage  is  two  or  three  times  as  high  as  the 
French. 

The  yearly  salary  and  allowances  of  engine  drivers  on  the  Southern 
railway  of  France  range  from  $505.66  to  $828.60,  and  the  salary  and 
allowances  of  firemen  from  $324.24  to  $457.41.  The  yearly  compensa- 
tion, including  premiums,  of  engine  drivers  on  the  Eastern  railway  of 


33 

France  runs  from  $649.06  to  $906.91,  and  the  compensation  of  firemen 
from  $458.38  to  $595-98. 

Taking  for  purposes  of  approximate  comparison  an  annual  rate  of 
pay  about  halfway  between  the  minimum  and  m.aximum  in  each  of 
these  cases,  and  for  the  United  States  multiplying  by  300  (the  work- 
ing days  per  year),  the  average  daily  compensation  of  enginemen 
($4.45)  and  firemen  ($2.64)  in  1908,  the  following  results  are  reached: 

Estimated  Yearly  Compensation  :  1908. 

United  States  , France . 


.„      .,  Eastern  Southern 

All  railways.  Railway.  Railway. 

Enginemen  $i,335  $777-98  $667.13 

Firemen    792  527- 18  390.82 

On  several  of  the  French  railways,  even  the  lowest  grades  of  em- 
ployees are  dignified  by  the  receipt  of  salaries  on  a  stated  annual  basis. 
While  the  range  of  salaries  is  in  general  low,  it  is  difficult  to  compare 
them  with  American  railway  wages,  as  the  latter  are  calculated  on  a 
daily  earnings  basis.  It  may  be  pointed  out  that  the  daily  wage  of  the 
lowest  paid  class  of  American  railway  employees  in  1908,  "other  track- 
men," multiplied  by  300  working  days  per  year,  amounts  to  about 
$435,  and  that  this  minimum  American  wage  is  higher  than  the  great 
majority  of  the  wage  minima  on  French  railways,  and  higher  also  than 
many  of  the  maxima,  even  among  the  upper  grades  of  employment. 
Even  when  the  different  bonuses  and  allowances  granted  by  the  French 
railways  to  employees  are  added  to  their  salaries  and  made  a  part  of 
their  annual  compensation — and  it  must  be  remembered  that  the  allow- 
ances are  limited  to  the  lower  paid  employees — the  range  of  American 
railway  wages  is  clearly  very  much  higher  than  in  France. 


3—34 


34 

GERMANY." 

Railway  employees  in  Germany  are  divided  into  two  classes — the 
official  staff  (Beamte)  and  the  workmen  (Arbeiter).  The  official  staff 
comprises  all  permanent  officials  from  president  down  to  office  messen- 
gers, while  the  workmen  include  assistants  to  the  official  staff  and  all 
ordinary  laborers  and  temporary  employees.  Thus  a  foreman  shunter 
is  classed  as  an  official,  while  his  assistant,  the  ordinary  shunter,  is 
classed  as  a  workman. 

Officials  (Beamte)  are  paid  every  three  months  in  advance.  In 
Prussia  they  receive  a  dwelling  allowance  in  addition  to  salary,  while 
train  crews  and  other  persons  whose  duties  necessitate  constant  travel 
are  granted  "journey  money"  on  a  mileage  scale.  In  Bavaria  still 
another  allowance  is  made  to  certain  officials,  constituting  a  bonus 
because  of  the  important  character  of  particular  duties  performed. 
Further  allowances  are  made  to  the  officials  of  the  Bavarian  and  Saxon 
railways  whose  duties  necessitate  their  permanent  residence  in  some 
other  state  or  coimtry.  No  overtime  pay  is  allowed  to  officials,  but 
every  provision  possible  is  made  in  order  that  they  may  not  have  to 
work  overtime. 

Uniforms  are  not  supplied  to  the  employees  on  the  German  state 
railways.  In  Prussia  and  Saxony,  however,  the  state  railway  manage- 
ments contribute  toward  uniforms  for  the  men.  On  the  private  rail- 
ways uniforms  are  supplied  by  the  company. 

Workmen  (Arbeiter)  are  paid  at  the  end  of  each  month,  and  are 
subject  to  dismissal  on  short  notice.  They  do  not  wear  distinctive 
uniforms,  except  caps  provided  by  the  railways. 

Wages  and  salaries  on  the  German  railways  in  the  aggregate  were 
as  follows  for  the  years  1904  to  1909. 

Compensation  to  Railway  Employees,  Germany;  1904-1909. '' 

Average  Average  T-^f.i  o^'t'ifo^'' 

Year.  miles  number  of  Total  annual 

operated.  employees.  con,pensat,on.  ^"T^!,"- 

SB  I  ion  i 

1904 33,290  .S82.370  $186,956,879  $321  03 

TQCS 33,916  606,612  197,338,162  325-31 

'O06 34422  648,437  217,562,675  .335-52 

IQ07 34,898  695.558  243,344.944  349-86 

1908 35.391  699,156  257.443,345  368.22 

»909 36,045  691,087  261,847,535  378.89 

"  Unless  otherwise  specified,  the  data  contained  in  this  discussion  is  drawn 
from  the  Report  of  the  Board  of  Trade  Railway  Conference,  1909,  pp.  135-151, 
which  relates  to  the  year   1908. 

'' OfTiriai  statistics  of  the  railways  of  Germany  (Statistik  der  im  Betriebe 
befindlichcn  Risenbahnen  Deutschlands),  1909.  Table  25.  The  reported  compen- 
sation  includes  supplementary  allowances  in   part. 


35 

In  1908  the  average  compensation  of  employees  on  the  railways 
included  in  the  Association  of  German  Railway  Administrations  was  as 
follows :" 

Average  annual 
compensation:  igog. 

Germany    $367.67 

Prussia-Hesse    366.93 

Saxony 3t>9.75 

Bavaria    378 . 1 1 

Austria-Hungary    (including  Bosnia-Herzegovina) 269.23 

Austria    255 .  54 

Hungary    284.96 

Luxemburg,  Holland,  etc 274.73 

These  data  relate  to  yearly  compensation.  For  daily  compensation, 
it  will  be  necessary  to  turn  to  the  annual  report  of  the  Prussian-Hessian 
railway  system.  The  average  daily  wage  of  all  the  employees  of  that 
system  for  the  years  1900  to  1910  was  as  follows: 

Average  daily  earnings. A 

1900 $0,647 

I90I 0.652 

1902 0.657 

1903 0.662 

1904 0.671 

1905 0.688 

1906 0.726 

1907 0.757 

1908 0.77: 

1909 0.783 

1910 0.807 

The  increase  from  1900  to  1910,  it  will  be  noted,  was  16  cents  per 
day,  or  25  per  cent. 

Prussian  State  Railways. 

The  scale  of  annual  salaries  on  the  Prussian  state  railways  is  given 
in  the  following  table,  which  shows  the  minimum  and  ma.ximum  sala- 
ries, the  value  of  the  various  allowances,  and  the  years  required  to 
reach  the  maximum  salary. 


a  Statistisclie  NacIiriclUen  von  den  Ei>^nbahnen  des  Vereins  Deutscher  Eisen- 
bahnverwaltungen,   1908,  pp.   132-135. 

^Official  statistics  of  Prussian-Hessian  railways  (Bericht  liber  die  Ergebnisse 
des  Betriebcs  der  vereinigten  preiissischen  und  Iiesbischen  Staatseisenbahnn). 
1910,  p.  226.  These  returns  do  ni)t  mrliide  overtime  payments  or  premiums  for 
distance  paid  to  train  crews.  They  do  not,  in  all  probability,  include  dwelling 
allowances. 


36 


Class  of  employee. 


Auditors 

Technical  office  assistants  .  . . 

First  class  clerks 

Draughtsmen  and  second 
class  clerks 

Foremen 

Foremen  in  workshops 

p-irst  class  station  masters  .  .  . 

Second  class  station  masters. 

Station  porters  and  platform 
collectors 

Engine  drivers 

Locomotive  firemen 

Chief  guards 

Baggage  guards 

Goods  guards  and  brakesmen. 

Traveling  carriage  and  wagon 
examiners 

Foremen  shunters, telegraph- 
ists and  first  class  signalmen 

Signalmen 

Pointsmen  and  gangers  a. . . . 

Messengers 

Railway  and  night  watchmen. 


Aouual  salary. 


Mini- 
niuni. 


I428.40 
357-00 
357  00 

357- 00 
333 -20 
499.80 
571 .20 
428.40 

214.20 

i  333.20 

238.00 

333 • 20 
285  60 
214.20 


Maxi- 
mum. 


$999.60 
714.00 
642 . 60 

523-60 
428 . 40 
999.60 
999 . 60 
856.80 

285.60 
523  60 
357  00 
452.20 
380.80 
285.60 


214.20  I  333.20 


333.20 
285.60 
214.20 
238.00 
I 90 . 40 


428.40 
380.80 
333.20 
35700 
23S  00 


Dwellinjj  allow- 
ance. 


$51.4110128.52 


25.70 
51-41 


25.70 

51-41 

25.70 

51-41 
25.70 


85.68 
128.52 


85.68 
128.52 

85.68 
128  52 

85.68 


Kiloniet- 
ric  allow- 
ance. 


$128.52 
71.40 
71.40 
71.40 
47.60 

47-60 


Years  re- 
quired 

to  reach 
maxi- 
mum 
salary. 


21 
21 
18 

18 
12 
18 
12 
18 

15 
15 
18 
18 

15 
21 

21 

15 
18 
18 
21 
18 


A  few  officials  receive  extra  payment  for  onerous  duty,  varying 
from  $47.60  to  $95.20  per  annum.  "Kilometric"  allowances  varying 
from  one  cent  to  1.4  cents  per  10  kilometers  (6.2  miles)  are  paid  to 
passenger-train  crews  and  from  1.4  cents  to  2.1  cents  per  10  kilometers 
to  crews  of  goods,  military  and  mixed  trains.  To  crews  of  coal,  min- 
eral and  similar  trains,  also  for  shunting  service  performed  at  other 
than  home  stations,  an  hourly  allowance  of  from  1.4  cents  to  2.4  cents 
is  paid  instead  of  journey  money.  In  cases  where  train  crews  are  away 
from  their  home  station  over  night,  an  allowance  of  from  15.9  cents 
to  35-7  cents  is  granted  per  night  of  absence. 

In  Prussia  cooperative  clothing  supply  clubs  exist,  to  which  the 
state  makes  contributions  at  the  rate  of  $7.30  per  man  per  annum. 

In  addition  to  other  allowances,  a  special  service  bonus  is  granted 
to  workmen  who  have  been  in  the  continuous  service  of  the  Prussian 
state  railways  for  20  years  or  more  and  have  conducted  themselves 
in  a  satisfactory  manner.    Time  served  in  the  army,  or  in  the  employ 


«  "Pointsmen"  correspond  to  switchtenders. 


Z7 

of  private  railways  which  have  been  acquired  by  the  state,  is  counted 
as  part  of  the  term  of  service.  This  bonus  amounts  to  about  $5  a  year 
after  20  years  of  service,  $7.50  after  25  years,  $10  after  30  years,  $15 
after  35  years,  $20  after  40  years,  $25  after  45  years,  and  $37.50  for 
each  year  of  service  greater  than  50.  In  1906  workmen  on  the  state 
railways  to  the  number  of  7,363  were  receiving  service  bonuses, 
amounting  in  the  aggregate  to  $63,630.  Of  this  number,  39  had  served 
50  years  or  more,  441  had  served  from  40  to  50  years,  2,329  had  served 
from  30  to  40  years,  and  4,554  had  served  from  20  to  30  years. 

Rewards  are  also  granted  to  workmen  in  special  circumstances, 
when  they  have  distinguished  themselves  in  some  calamity  or  crisis. 
Absence  on  enforced  civil  duty  is  compensated  in  full,  while  military 
duty  up  to  14  days  a  year  is  compensated  at  two-thirds  the  regular 
rate  of  pay. 

Saxon  State  Railw.ws. 
On  the  Saxon  state  railwavs  the  scale  of  salaries  is  as  follows: 


38 


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Dwelling  allowances  vary  according  to  the  cost  of  living  in  the 
various  cities.  If  a  rented  house  is  furnished  to  a  railway  official,  his 
dwelling  allowance  is  fixed  at  the  rental  figure. 

Station  masters  who  have  supervision  of  "halts,"  or  way  stations, 
receive  as  a  rule  a  supplementary  allowance  of  $8.57  per  "halt"  per 
year. 

Engine  drivers  receive  while  on  duty,  in  addition  to  subsidies  for 
dwellings  and  uniforms,  3.6  cents  per  hour  plus  1.7  cents  per  kilometer 
traveled.  Chief  guards  receive  3.6  cents  per  hour  while  on  duty,  in 
addition  to  salary  and  other  allowances ;  guards  receive  2.6  cents  per 
hour,  and  firemen  1.4  cents  per  hour. 

The  foregoing  statistics  apply  to  officials,  or  Beamte.  Arbeiter,  or 
workmen,  are  paid  in  general  the  standard  wages  obtaining  for  that 
grade  of  labor  in  each  district.  Practically  all  workmen  receive  the 
same  rates  of  pay,  whatever  the  duties  performed.  Thus  in  Hamburg 
a  shunter,  or  switchman,  receives  from  76.2  to  83.3  cents  a  day,  with 
a  supplementary  payment  in  consideration  of  the  arduous  nature  of  his 
work  amounting  to  from  4.8  cents  to  7.1  cents  a  day,  or  a  total  of 
from  81  cents  to  904  cents.  Goods  porters  are  paid  on  a  piece-work 
basis  with  a  guarantee  of  83.3  cents  per  day. 

Luggage  porters,  or  "gepacktrager,"  receive  no  wages,  except  at 
small  stations  where  traffic  is  light.  In  the  latter  case  they  receive  a 
small  amount  for  lamp  and  room  cleaning  and  sundry  small  services. 
Otherwise,  in  lieu  of  wages  they  depend  upon  the  public  for  gratuities. 

As  in  France,  hours  of  labor  on  the  German  railways  are  governed 
by  detailed  regulations.  These  are  agreed  upon  by  all  the  German 
confederated  states. 

Privileges  of  travel  free  or  at  reduced  rates  are  granted  to  employees 
and  their  families  under  certain  provisions,  which  vary  from  state  to 
state.  The  age  limit  for  entering  the  employ  of  German  railways  is 
40  years.  Lower  railway  officials  are  allowed  from  one  to  three  weeks 
of  annual  leave.  Workmen  are  allowed  from  three  to  eight  days 
annually,  after  seven  years  of  satisfactory  service.  Higher  officials 
may  obtain  leave  up  to  five  or  six  weeks. 

Railway  Wages  in  the  United  States  and  Germany  Compared. 

From  the  railway  wage  data  presented  in  the  foregoing  pages  for 
Germany,  it  is  possible  to  draw  certain  comparisons  with  American 
railway  wages. 


40 


The  average  daily  earnings  of  all  employees  on  the  Prussian-Hes- 
sian railways  for  the  years  1900  to  1910  may  be  compared  with  the 
average  daily  compensation  of  all  employees  on  American  railways  for 
the  same  years.  It  should  be  recalled  that  the  Prussian-Hessian  aver- 
ages omit  certain  special  allowances  such  as  premiums  and  dwelling 
allowances. 


1900 
1901 
1902 

1903 
1904 

'905 
1906 
1907 
1908 
1909 
1910 


Average  daily  compensation. 


United  States. 


J[.90 
1. 91 
1.92 

1.99 
2.05 
2.07 
2.08 
2.20 
2.25 
2.24 
2,29 


Prussia-Hesse. 


$0,647 
0.652 
0.657 
0.662 
0.671 
0.688 
o  726 

0-757 
0.771 
0.783 
0.807 


Percentage  by 

which  American 

compensation 

is  greater  than 

Prussian-H  essian . 


193-6 
192.9 
192.2 
200.6 


205. 

200, 

186. 

190. 

191.8 

186.  I 

183.8 


The  average  daily  earnings  of  the  several  classes  of  employees  on 
tlie  Prussian-Hessian  railways  in  1910  are  given  below.  The  daily 
earnings  for  1909-1910  of  the  most  nearly  corresponding  classes  of 
American  railway  employees  are  included  in  the  table  for  comparison : 

Average  Daily  Earnings  of  Railway  Employees.    By  Classes — for  1910. 
Prussia-Hesse  and  United  States. 

Class  of  employees  in  Average  daily  earnings—  Equivalent  class  in 

Prussia- Hesse.  Prussia-Hesse.   United  States.  United  States. 

Technical  office  employees,  drafts- 
men, etc.  .••■••:• ; ^^l^]        $2.40  General  office  clerks. 

Employees  in  inside  work .00    I 

Station   employees,   freight  hand- 
lers, etc 77  1.84  "Other  station  men. 

Track  walkers,  section  hands,  etc.         .62  1.47  "Other  trackmen." 

f  4-55  Enginemen. 

Engineers,  conductors,  etc 74  ]    2.74  Firemen. 

(,  3.91  Conductors. 

Other  train  service  men. 68  )  2. 69  "Other  trainmen." 

Workmen  in  tram  operation .iJo  I 

„,    .  ....  ,  o  .,  ^,  ("All   other  employees 

Workmen  in  inside  work 80  2.01  \     ^nd  laborers." 

Maintenance  of  way  employees...         .67  i.47  "Other  trackmen." 

(3.08  Machinists. 

2.51  Carpenters. 

2.18  "Other  shopmen." 


41 


Class  of  employees  in 
Prussia-Hesse. 

Artisans     and     mechanics,     time 

rates ■  •  $103 

Artisans     and     mechanics,     piece 

rates it? 

Skilled  shopworkers,  time  rates.  . .  .92 

Skilled  shopworkers,  piece  rates..  1.08 

Other  shopmen,  time  rates .80  "I 

Other  shopmen,  piece  rates 96   I 

Shop  apprentices : . . .  27 


Average  daily  eariiinps — 
Prussia-Hesse.  United  States. 


$3  08 

308 
2.51 
2.18 


Equivalent  class  in 
United  S  ates. 


Machinists. 

Machinists. 
Carpenters. 

"Other  shopmen." 

No  such  group. 


The  classification  is  rough,  but  the  variation  from  accuracy  is  prob- 
ably slight.  A  glance  over  the  table  shows  that  the  American  earnings 
in  nearly  every  case  are  higher  than  the  German  by  one  hundred  per 
cent  or  more. 

From  the  table  of  salaries  and  allowances  on  Prussian  state  railways, 
the  following  statement  of  aggregate  annual  payments  to  the  several 
classes  of  trainmen  may  be  drawn : 


Annual  salary. 


Dwelling  allowance. 


Kilonietric 
allowance. 


Engine  drivers 

Locomotive  firemen 

Chief  guards 

Baggage  guards ". 

Goods  guards  and  brakesmen 


I333  2o-$523.6o 
238.00—  357.00 
333.20 —  452.20 
285.60—  380.80 
214.20—  285.60 


$51.41— $128.52 
25-70—  85.68 
51.41—  128.52 
25.70—  85.68 
25.70—    85.68 


$128.52 
71.40 
71.40 
71.40 
47.60 


Taking  for  purposes  of  further  comparison  an  amount  halfway  be- 
tween the  minimum  and  maximum  salary  and  dwelling  allowance, 
this  table  may  be  summarized  as  follows : 


Average 
annual 
salary. 


Average 
dwelling 
allowance. 


Kilometric 
allowance. 


Total 

annual 

allowance. 


Engine  drivers 

Locomotive  firemen 

Chief  guards 

Baggage  guards 

Goods  guards  and  brakesmen 


$428.40 

297  50 
392.70 
333  20 
249.90 


$89.96 

5569 
8996 

55  69 
5569 


$128.52 

71.40 
71  40 
71  40 
47.60 


$646  88 
424  59 
554-c6 
460.29 

353-19 


These  statistics  of  trainmen's  compensation  in  Prussia,  which  may 
be  taken  as  representative,  are  compared  with  the  compensation  of 
trainmen  in  the  United  States  in  1908  in  the  following  table.  The 
yearly  compensation  of  each  class  of  trainmen  in  the  United  States 


42 

has  been  reached  by  multiplying  the  average  daily  compensation  by 
300  working  days  per  year. 

Estimated 
annual  conipt  iivalion  :  19C8. 

Prussia.  United  Stateh. 

Engine  drivers. $646.88  |i335 

Locomotive  firemen 424  59  792 

Chief  guards 554.o6  )  i  14^  a 

Baggage  guards   460.29  /  '  ^"^ 

Goods  guards  and  brakesmen 353-19  780^ 

This  table  is  presented  not  so  much  for  an  exact  comparison  of 
trainmen's  compensation  in  the  United  States  and  Prussia  as  for  an 
approximate  indication  of  the  level  of  salaries  in  the  two  countries. 

It  has  been  stated  that  switchmen  in  Hamburg  receive  from  8i  cents 
to  90.4  cents  a  day,  and  goods  porters  a  minimum  of  83.3  cents  per 
day.  These  typical  instances  of  wages  in  a  large  German  city  may  be 
compared  in  passing  with  the  average  daily  earnings  of  railway  switch- 
men and  laborers  in  the  United  States  during  1910,  amounting  to 
$1.69  and  $2.0T  respectively. 

fl  Conductors.    A  "Other  trainmen." 


43 


AUSTRIA-HUNGARY." 

As  in  Germany,  railway  employees  in  Austria-Hungary  are  divided 
into  two  broad  classes — Beamte,  or  permanent-salaried  officials,  and 
Arbeiter,  or  workmen  employed  by  the  day. 

Rates  of  pay  vary  as  between  the  state  and  the  private  railways  in 
Austria  and  Hungary,  the  higher  officials  being  better  paid  and  the 
lower  grades  of  employees  not  so  well  paid  on  the  private  lines.  Day 
by  day,  however,  the  disparity  between  the  pay  on  private  and  on 
public  lines  becomes  less  marked,  as  the  private  railways  recognize  the 
expediency  of  paying  approximately  as  much  as  the  state  railways. 
The  prospect  of  the  nationalization  of  the  private  lines  has  also  a 
tendency  toward  unification  of  pay. 

The  fixed  pay  of  higher  and  lower  officials  on  all  the  railways  is  in 
the  form  of  a  yearly  salary,  plus  a  fixed  dwelling  allowance.  These 
two  items  are  taken  into  consideration  in  calculating  pensions.  In  ad- 
dition, certain  supplementary  payments  will  be  noted. 

According  to  official  returns,  the  average  pay  of  the  two  main  classes 
of  employees  on  the  Austrian  railways  in  1910,  not  including  supple- 
mentary allowances,  was  as  follows : 

Austria — All  Railways:  1910.'' 

(Operated  Mileage,  14,212  Miles.) 


Number. 

Total 
compensation 

Average 

annual 

compensation. 

OflBcials  (Beamte,  Unterbeanite,  D'ener).. 
Workmen  (Arbeiter) 

134,690 
142,929 

$57,362,115 
24,239,503 

$42588 
169.59 

Total 

277.619 

$81,601,618 

$29393 

Inasmuch  as  the  compensation  of  officials  is  computed  on  the  basis 
of  365  days  a  year,  and  the  compensation  of  workmen  on  the  basis  of 
300  days,  the  foregoing  annual  results  may  be  reduced  to  a  per  diem 


o  Unless  otherwise  stated,  the  data  in  this  discussion  of  railway  wages  in 
.^upt^ia  Hungary  are  taken  from  the  report  of  the  British  Board  of  Trade  on 
Austro-Hungarian  railways,  issued  in  1909  as  one  of  its  series  of  reports  on 
Continental  Railways,  pp.  84-104.  The  rates  of  pay  described  in  this  report  were 
those  in  effect  in   1907. 

''Official  statistics  of  Austrian  railways  (Osterreichische  Eisenbahnstatistik), 
1910,  Vol.  I,  pp.  551-553. 


44 

basis  by  dividing  365  and  300,  respectively,  into  the  annual  compen- 
sation of  the  officials  and  the  workmen.  The  results  are  $1.17  per 
day  for  the  officials,  $0,565  for  the  workmen,  and  $0.89  for  all  em- 
ployees combined. 

The  report  of  the  Board  of  Trade  on  the  railways  of  Austria- 
Hungary  states  that  railway  Arbeiter  are  paid  in  the  city  of  Vienna  at 
the  following-  rates  per  day: 

Daily  wage. 

Ordinary   workmen 50-7  cents 

Skilled  'laborers 77-1      ]] 

Foremen 81.2 

Austrian  State  Railways. 

On  the  Austrian  state  railways,  employing  about  four-fifths  of  all 
the  railway  workers  of  Austria,  the  annual  salaries  are  as  follows : 

Annual  salary.  Years  required  to 

Minimum.     Maximum.  reach  maximum. 

Engine  drivers   (ist  class) $243.60  $527.80  24 

Engine  drivers  (2d  class) 182.70  365.40  32 

Chief  guards   243.60  446.60  18 

Guards    162.40  324.80  24 

Firemen    162.40  324.80  24 

Works  foremen  ". . .  263.90  609.00  27 

Carriage  and  wagon  foremen 182.70  365.40  32 

Carriage  and  wagon  cleaners 162.40  284.20  16 

Latnpmen    162.40  284.20  16 

Station  masters  (ist  class) 243.60  527.80  24 

Station  masters   (2d  class) 182.70  365.40  32 

Ticket  inspectors    243.60  527.80  24 

Ticket  examiners   162.40  324.80  21 

Station  foremen  162.40  324.80  21 

Station  attendants  162.40  284.20  16 

Porters 162.40  324.80  24 

Stores   foremen   182.70  365.40  32 

Gangers    182. 70  365 .40  32 

Foremen  shunters  182.70  365.40  32 

Shunters 162.40  284.20  16 

Signalmen    162.40  324.80  24 

Messengers    162 .  40  324 .  80  24 

Watchmen    152.25  203.00  15 

A  glance  through  this  table  will  show  that  the  length  of  time  re- 
quired to  reach  the  maximum  salary  is  in  some  cases  so  great  that  but 
a  small  proportion  of  the  employees  would  at  any  one  time  be  receiv- 
ing the  maxirrtum  rate.  Advances  from  the  minimum  to  the  maxi- 
mum salary  is  not  by  regular  annual  progression,  but  through  grades. 


45 

For  example,  each  employee  who  is  obliged  to  wait  32  years  before 
attaining  the  maximum  salary  is  obliged  to  pass  through  nine  grades. 
The  first  grade  is  made  up  of  employees  of  less  than  two  years'  serv- 
ice ;  the  second  grade  includes  employees  of  two  to  five  years'  service ; 
the  third,  fourth,  fifth,  and  sixth  grades  each  represent  three  addi- 
tional years  of  service ;  while  the  seventh,  eighth,  and  ninth  grades 
each  represent  five  years  of  service. 

There  is  a  dwelling  allowance  which  for  all  classes  is  highest  in 
A'^ienna,  and  is  a  given  percentage  of  the  Vienna  allowance  for  other 
cities.  Thus  the  allowance  for  any  individual  employee  is  computed 
according  to  his  rank  as  an  employee  and  according  to  the  size  of  his 
city  of  residence.  The  dwelling  allowances  range  from  $60.90  to 
$203.00  in  Vienna,  and  are  80  per  cent,  70  per  cent,  60  per  cent,  and  50 
per  cent  of  the  Vienna  allowance,  respectively,  in  the  various  grades  of 
the  other  Austrian  cities. 

Additional  allowances  on  the  Austrian  state  railways  are  as  follows: 
Engine  crews  receive  so-called  "kilometric  money,"  which  is  a  bonus 
based  on  kilometers  traveled,  while  the  train  crews  receive  hourly 
money,  or  a  bonus  based  on  hours  of  duty.  Engine  drivers  receive  a 
kilometric  allowance  of  3.2  cents  for  each  10  kilometers  (6.2  miles) 
of  passenger  train  mileage.  Freight  train  drivers  receive  i^  times 
as  large  an  allowance.  For  all  mileage  over  5,000  kilometers  (3,107 
miles)  a  month  the  rates  are  increased  50  per  cent.  Firemen  receive 
1.6  cents  per  to  kilometers  (6.2  miles)  for  passenger  train  duty,  and 
their  bonus  also  is  increased  by  one-half  for  freight  train  mileage. 

Premiums  are  paid  to  the  locomotive  staff  for  economical  use  of 
fuel  and  lubricants.  For  every  unused  ton  of  standard  coal  under  a 
certain  maximum,  the  engine  driver  receives  24.4  cents  and  the  fireman 
8.1  cents,  but  the  premium  cannot  in  any  one  quarter  year  exceed 
$36.54  for  the  engine  driver  or  $12.18  for  the  fireman.  Similarly,  for 
every  kilogram  of  unused  lubricating  oil,  a  premium  of  1.4  cents  is 
allowed. 

The  train  crew  also  receive  bonuses,  which  are  paid  on  an  hourly 
basis.  Chief  guards  and  baggage  and  goods  guards  receive  from  3.7 
to  4.9  cents  per  hour.  For  "traveling  time  off  duty,"  t.  e.,  time  rep- 
resented by  intervals  of  waiting  between  trains,  periods  during  which 
the  men  hold  themselves  in  readiness  for  duty,  they  receive  1.6  cents 
an  hour.  Guard?  and  other  trainmen  receive  from  2.6  to  3.7  cents  an 
hour  for  train  duty,  and  1.2  cents  for  "traveling  time  off  duty." 


46 

Lodging  allowances  are  paid  to  employees  who  are  absent  from 
home  more  than  72  hours,  and  are  not  within  reach  of  official  barracks. 

To  officials  who  travel  constantly  over  fixed  portions  of  the  line. 
such  as  members  of  the  engineering  staff,  a  yearly  traveling  allow- 
ance, or  journey  money,  is  granted,  ranging  from  $97.44  to  $487.20, 
according  to  their  rank.  To  officials  who  are  called  upon  to  make 
considerable  journeys  on  foot,  walking  allowances  are  made  for  dis- 
tances greater  than  7  kilometers  (4.3  miles),  ranging  from  5.3  cents 
per  kilometer  (8.5  cents  per  mile)  to  18.7  cents  per  kilometer  (30 
cents  per  mile). 

Other  forms  of  payment  for  traveling  expenses  are  made  to  the 
official  class  in  the  shape  of  per  diem  allowances,  intended  to  cover  the 
expenses  incurred  by  them  when  on  service  journeys,  or  when  em- 
ployed at  other  than  their  home  stations.  These  per  diem  allowances 
range  in  amount  from  61  cents  per  day  to  $1.22  per  day.  Workmen 
sent  on  journeys  receive  for  traveling  expenses  an  amount  equal  to 
their  daily  wage  for  each  day's  absence  up  to  20  days. 

SUDBAHN  OF  AUSTRIA. 

On  the  Sudbahn,  or  Southern  railway  of  Austria,  a  private  line 
employing  one-ninth  of  the  railway  workers  of  Austria,  the  following 
is  the  scale  of  salaries : 

Vfars  requir- 
Annual  salary.  Dwelling  allowance      ed  to  reach 

Minitnnm.     Maximum  (Vienna).  maxiniimi 

salary. 

Chief  foreman  in  workshops.  $284.20    $6og.oo        $1 33. 98-$203. 00  20 

Foremen  in  workshops 243.60      568.40  113.68-  203.00  23 

Station  masters    243.60      527.80  113.68-  174.58  22 

Clerks    (ist  class) 243.60      527.80  113.68-  174.58  22 

Clerks    (2d  class) 182.70      345.10  73.08-133.98  26 

Engine  drivers  (ist  class) 263.90  609.00  113.68-203.00  23 

Engine  drivers   (2d  class) 203.00  243.60  73-08-  113.68  6 

Firemen    162.40  345-10  60. go-  133.98  29 

Chief  guards    243.60  487.20  113.68-  174-58  21 

Guards   162.40  345.10  60.90-133.98  27 

Goods  guards    162.40  324.80  60.90-133.98  26 

Ticket  inspectors   243.60  527.80  113.68-  174.58  21 

Foremen  shunters   162.40  345.10  60.90-  133.98  29 

Shunters    162.40  324.80  60.90-  133.98  26 

Signalmen    162.40  324.80  60.9a-  133.98  31 

Lampmen    162.40  324.80  60.90-133.98  26 

Porters    182.70  345.10  73-o8-  133.98  26 

Messengers    162.40  345-10  60.90-133.98  29 

Line  watchmen 162.40  243.60  60.90-113.68  19 

Day  and  night  watchmen 152.25  203. rjo  60.90-    73-o8  12 


47 

As  on  the  state  railways,  the  dwelling  allowance  for  cities  other  than 
Vienna  is  computed  as  a  percentage  of  the  Vienna  allowance. 

On  the  Siidbahn,  as  on  the  State  railway  system,  engine  drivers 
and  firemen  receive  kilometric  bonuses.  The  remainder  of  the  train 
crew  receives  "travel  money."  or  bonuses,  for  each  hour  of  travel 
while  on  duty,  and  also  while  "traveling  off  duty" — i.  e.,  while  stopping 
at  other  than  the  home  station  or  while  experiencing  minor  delays. 

The  following  tabulation  shows  the  average  yearly  bonuses  and  al- 
lowances of  various  kinds  paid  to  the  locomotive  crews  on  the 
Siidbahn : 

Hiigiiie  drivers.  Firemen. 

Kilometric  money   $206.05  $149.21 

Daily  and  overnight  allowances 6.50  4.87 

Economical  use  of  stores 131  -95  44-05 

Other  allowances   20.30  10.15 

Total $364.80  $208.28 

If  to  these  allowances  be  added  the  yearly  salary  of  the  median,  or 
half-way,  grade  of  engine  drivers  and  firemen,  and  estimated  average 
dwelling  allowances  of  $100  and  $70  respectively,  the  result  will  show 
the  total  annual  earnings  of  representative  grades  of  these  two  classes 
of  employees.     These  are  as  follows: 

Typical 
annual  salary.    Allowances.         Total. 

First-class  engine  drivers $406.00        $464.80        $870.80 

Firemen 253.75  278.28  53203 

Hungarian  State  Railways. 

On  the  Hungarian  state  railways,  the  scheme  of  salaries  is  as  fol- 
lows : 

Years  requirrrt 
Annual  salary.  to  rench 

Minimum.     Maximum.  maximum. 

Chief  foremen  in  w^orkshops $507.50      $730.80  12 

Foremen   in   workshops 284.20        568.40  21 

Chief  engine  drivers 365.40  568.40  14 

Engine  drivers   243.60  406.00  13 

Ticket  inspectors  487.20  649.60  12 

Chief  guards  365.40  527.80  14 

Guards   243.60  406.00  13 

Goods  guards   162 .  40  284 .  20  23 

Firemen   (ist  cl-ass) 243.60  324.80  15 

Firemen    (2d  class) 162.40  263.90  12 

Station  masters   (ist  class) 365.40        649.60  25 

Station  masters   (2d  class) 243.60        406.00  15 


48 

Years  required 
Annual  salary.  to  reach 

Minimum.       Maximum.  maximum. 

Inspectors    $365.40      $649.60  25 

Chief  telegraphists   365.40        649.60  25 

Telegraphists    243.60        406.00  15 

Clerks  (ist  class") 365.40        649.60  25 

Clerks   (2d  class) 243.60        406.00  15 

Foremen  243.60  406.00  15 

Foremen  shunters  243.60  324.80  16 

Shunters   162.40  263.90  17 

Signalmen  ( 1st  class) •.  243.60  324.80  19 

Signalmen  (2d  class) 162.40  263.90  20 

Lampmen   (ist  class).. 243.60  324.80  19 

Lampmen   (2d  class) 162.40  263.90  20 

Messengers  (ist  class) 243.60  324.80  19 

Messengers    (2d  class) 162.40  263.90  20 

Porters    203.00  406.00  20 

Watchmen   (ist  class) 162.40  223.20  15 

Watchmen   (2d  class) 121.80  182.70  15 

Dwelling  allowances  are  granted  to  all  salaried  employees,  ranging 
from  $30.45  to  $162.40  a  year,  according  to  amount  of  salary  and  the 
size  of  city  of  residence.  In  addition,  engine  and  train  crews  receive 
mileage  or  hourly  allowances.  As  in  Austria,  these  allowances  add 
considerably  to  their  income.  . 

In  general,  the  scale  of  lodging  allowances,  premiums  for  economy 
of  stores,  traveling  allowances  and  traveling  expenses,  is  similar  on  all 
the  Austro-Hungarian  railways.  The  scale  has  been  described  in  some 
detail  for  the  state  lines  in  Austria,  and  is  for  the  most  part  applicable 
to  the  Siidbahn  and  other  private  lines. 

Only  in  the  case  of  the  Arbeiter,  or  daily  workmen,  and  piece- 
workers do  railway  employees  in  Austria-Hungary  receive  extra  pay 
for  overtime  or  Sunday  duty ;  employees  receiving  a  fixed  salary  work 
seven  days  a  week,  when  called  upon,  without  extra  remuneration. 
All  salaried  employees  coming  into  contact  with  the  public  are  required 
to  wear  uniforms.  Only  to  the  lower  grades  are  these  uniforms  sup- 
plied free  of  charge ;  to  the  higher  grades  they  are  usually  furnished 
by  the  company  in  the  case  of  the  first  outfit,  but  not  afterward.  A 
regular  system  of  fines  exists  for  breaches  of  discipline,  carelessness, 
and  inefficiency.  Other  disciplinary  measures  consist  in  reductions  of 
grade,  transfers,  and  the  like. 

Hours  of  duty  are  regulated  under  a  series  of  detailed  and  fixed 
rules.  The  age  limits  for  entering  the  service  of  the  railways  of 
Austria-Hungary  are   18  to  35  years.     Holidays  are  granted  to  offi- 


49 

cials,  varying  from  8  days  to  4  weeks  annually,  according  to  rank  and 
length  of  service.  The  staff  receives  in  addition  certain  well-defined 
privileges  as  to  travel  free  or  at  reduced  rates. 

Pensions  on  the  various  lines  are  on  the  contributory  basis,  but  the 
scale  varies  from  railway  to  railway. 

Railway  Wages  in  the  United  States  and  Austria-Hungary 

Compared. 

On  the  Austrian  railways  as  a  whole,  it  has  been  shown  that  rail- 
way employees  received  in  191  o  an  average  daily  compensation  of  89 
cents,  not  including  supplementary  allowances.  Employees  on  the 
railways  of  the  United  States  in  191  o  averaged  $2.29  in  daily  earn- 
ings, which  was  157  per  cent  higher  than  in  Austria. 

Wages  in  Vienna  are  probably  as  high  as  in  any  city  of  Austria- 
Hungary  and  higher  than  throughout  the  country  generally.  There- 
fore it  is  conservative  to  compare  the  rates  of  wages  of  workmen, 
skilled  laborers,  and  firemen  in  that  city  with  the  daily  earnings  of 
corresponding  classes  of  American  railway  employees.  Ordinary  em- 
ployees and  laborers  on  American  railways  received  in  1907,  for  ex- 
ample, an  average  daily  wage  of  $1.92,  which  may  be  compared  with 
the  50.7  cents  and  the  77.1  cents  of  the  ordinary  and  skilled  workmen 
in  Vienna ;  while  section  foremen  on  American  railways  received 
$1.90,  compared  with  81.2  cents  received  by  foremen  in  Vienna. 

The  estimated  annual  earnings  of  engine  drivers  and  firemen  on 
the  Siidbahn  of  Austria  have  been  shown  for  1907.  If  the  average 
daily  earnings  of  American  enginemen  in  1907  ($4.30)  and  of  fire- 
men ($2.54)  be  multiplied  by  300  working  days  per  year,  the  result 
is  an  estimated  annual  earning  of  $1,290  for  enginemen,  which  may 
be  compared  with  $870.80  for  first-class  engine  drivers  on  the  Siid- 
bahn ;  and  for  American  firemen  an  estimated  annual  earning  of  $762, 
as  compared  with  $532.03  for  firemen  on  the  Siidbahn. 


50 
BELGIUM." 

Over  nine-tenths  of  the  total  railway  mileage  of  the  kingdom  of  Bel- 
gium is  operated  by  the  state.  The  employees  of  the  Belgian  state 
railway  system  in  1909  numbered  67,475. 

The  salary  scale  which  applies  to  the  official  staff  of  the  state  rail- 
ways is  as  follows : 

Belgian  State  Railways.  Annual  salary. 

Minimum.  Maximum. 

Higher   officials    $1,737.00  $2,547.60 

Director  of  technical   department 1,351.00  1,737.00 

Inspector  of  control  and  director  of  service 1,158.00  1,737.00 

Inspector    (2   classes) 1,061.50  1,351.00 

Head  of  division    (2  classes) 1,061.50  1,351.00 

Principal   chief  clerk 1,158.00  1,158.00 

Chief  clerk    868.50  1,061.50 

Assistant  chief  clerk   772 .  00  868 .  50 

Principal  clerk 675.50  772.00 

Clerks   (3  classes) 231.60  598-30 

Chief  draughtsman    868.50  1.061.50 

Assistant  chief  draughtsman  772.00  868.50 

Principal    draughtsman    675.50  772.00 

Draughtsman    (2   classes) 328.10  598-30 

Principal   controller    I.158.00  1,158.00 

Controller   (3  classes) 675-50  1,061.50 

Head  of  main  depot , 868.50  965.00 

Head  of  depot   (2  classes) 5^i.io  772.00 

Principal  station  master i  061.50  1,061.50 

Station  master   (4  classes) 328. 10  965  00 

Principal   head  station  porter 501.80  617.60 

Head   station  porter 424.60  463-20 

Porters  at  principal  stations 386 .  00  424 .  60 

Porters     231.60  386.00 

Principal  policeman  386.00  424.60 

Policeman    and   interpreter 231.60  386.00 

Chief  accountant  (2  classes) 772 •  00  1,061 .  50 

Accountant    521.10  772.00 

Chief  engineer   (2  classes) 1,061.50  1,351.00 

Engineer    (2   classes) 598-30  1,061.50 

Head  of  principal  technical  section  (3  classes) Tjz  158.00 

Section  head  (3  classes) 386.00  772.00 

Principal  architect  (2  classes) 772.00  1,158.00 

Architect    (3  classes) 386.00  772.00 

Chief  chemist  (2  classes) 1,061.50  1,351.00 

Chemist    386.00  1,061.50 

Chief   guard    ". .  -  386.00  46320 

Guard    231.60  386.00 

a  Unless  otherwise  specified,  the  data  contained  in  this  discussion  are  drawn 
from  the  report  of  the  British  Board  of  Trade  on  Railways  in  Belgium,  France, 
and  Italy,  1910,  pp.  67-82. 


51 

Employees  of  the  state  railways  who  are  not  of  the  official  staff 
receive  compensation  on  a  monthly,  daily,  or  hourly  basis.  The  salary 
scale  for  workmen  who  are  paid  by  the  month  is  applied  to  workmen 
in  the  permanent  way  and  mechanical  departments,  and  is  as  follows : 


Belgian  State  Railways. 


Monthly  salary. 

A 


,  Minimum.  Maximum. 

Works  foreman  $5983  $77' 20 

Leading  machinist    34-74  54  •  04 

Leading  brake,  heating,  and  lighting  overseer 34-74  54-04 

Foreman  of  lamps  or  gashouse 27.02  38.60 

Foreman  inspector  of  stock 27.02  38.60 

Foreman  electrician    27.02  38.60 

Electrician     21.23  28.95 

Timekeeper    25 .  09  46 .  32 

Storekeeper 17-37  27.02 

Gas  stoker   "^7  Zl  23.16 

Engine  driver    23.16  38.60 

Fireman    17-37  23.16 

Leading  cleaner   1930  27.02 

Carriage   inspector    34-74  54-04 

Leading  shunter  21 .  23  27 .  02 

Ganger    28.95  50.18 

Checker    "^7  Zl  27.02 

Employees  paid  by  the  day  are  connected  with  the  traffic  department. 
These  employees  are  divided  within  each  class  into  three  grades,  for 
each  of  which  there  is  a  minimum  and  maximum  wage.  In  the  fol- 
lowing table  there  is  presented  for  each  class  of  employees  only  one 
minimum  and  one  maximum,  the  minimum  of  the  lowest  grade  and 
the  maximum  of  the  highest  grade.  Thus  there  is  shown  the  whole 
range  of  wages  within  which  each  class  of  employees  is  compensated : 


Belgian  State  Railways. 


Daily  wage. 
A 


Minimum.  Maximum. 

Chief  loader    $579  $965 

Loader    .463  .618 

Packer    .463  .618 

Weigher    .540  .772 

Overseer    .965  i  158 

Leading  shunter  .  579  .  965 

Shunter    .  463  .  695 


52 


Daily  Wage. 

A 


t 

Minimum.  Maximum. 

Brakesman  -540  .965 

Conductor   -463  -656 

Ticket  sorter   .463  -579 

Watchman    .463  -579 

Cleaner    .463  -579 

Messenger 193  -425 

Officials  on  the  Belgian  state  railways  are  entitled  to  increases  in 
salary  at  least  as  often  as  once  every  six  years.  Other  employees 
are  promoted  according  to  seniority,  merit,  attention  to  duty,  and 
good  conduct. 

Premiums  for  the  running  of  trains  are  granted  to  such  station  men 
as  are  directly  concerned  with  the  train  service,  and  to  head  guards, 
guards,  enginemen,  and  train  crews.  Each  year  a  certain  sum  is  ap- 
propriated by  the  management  for  these  premiums,  and  this  is  then 
apportioned  among  the  classes  named  according  to  a  ratio  which  de- 
pends partly  on  length  of  service  and  partly  on  rank  and  number  of 
days  of  duty.  For  specially  important  service  or  for  special  attention 
to  duty  additional  or  supplementary  premiums  may  also  be  granted. 

Quarterly  premiums  for  economy  of  fuel  and  stores  are  paid  to 
the  employees  concerned.  If  the  amount  consumed  is  considerably 
greater  than  the  standard  amount  allowed  per  unit  of  work,  the  em- 
ployees responsible  for  the  extravagance  are  subject  to  penalties. 
Engine  drivers  and  firemen  are  allowed  premiums  for  punctuality,  and 
conversely  are  fined  for  delays  due  to  their  own  negligence.  Other 
premiums  are  granted  to  various  classes  of  employees ;  such,  for  ex- 
ample, are  the  premiums  to  employees  who  discover  irregularities  in 
the  shipment  of  goods. 

Traveling  allowances  are  granted  to  all  employees  traveling  on  serA'- 
ice,  and  in  addition  lodging  allowances  to  certain  grades  of  officials 
and  to  clerks  for  each  night  which  they  are  required  to  spend  away 
from  their  residence. 

Station  masters  are  entitled  to  heated  and  lighted  lodgings.  When 
lodgings  are  not  furnished  by  the  state,  station  masters  may  receive 
annual  dwelling  allowances.  Cottages  built  along  the  railway  line  are 
reserved  for  married  employees  living  with  their  families  ;  a  nominal 
rental  for  this  is  deducted  from  the  salary  of  the  occupier,  amounting 
to  1.93  cents  per  day,  or  about  58  cents  a  month. 


53 

Uniforms  are  obtained  by  employees  through  a  benefit  club,  which 
is  supported  by  monthly  deductions  from  their  salaries,  and  which  dis- 
tributes uniforms  to  employees  at  or  below  cost  price,  according  to  the 
state  of  its  reserve  fund. 

As  in  other  countries,  employees  are  entitled  to  certain  privileges  in 
the  way  of  travel  free  or  at  reduced  rates.  All  employees  may  receive 
12  free  coupons  a  year  for  stated  journeys,  and  this  number  may  be 
increased  in  the  case  of  those  who  live  at  some  distance  from  parents 
or  relatives  and  wish  to  visit  them  frequently. 

Workmen  on  the  state  railways  must  be  Belgian  citizens  not  over 
32  to  35  years  of  age  at  the  time  of  appointment,  must  have  met  all 
military  requirements,  must  be  of  good  moral  character  and  free  from 
physical  defects. 

Hours  of  duty  and  rest  are  carefully  regulated.  Pensions  are  paid 
to  retired  staff  employees  by  the  state,  the  pension  being  wholly  non- 
contributory.  In  addition  there  is  maintained  a  fund  for  the  payment 
of  pensions  to  the  widows  and  orphans  of  employees.  To  this  fund 
employees  are  required  to  contribute,  and  to  the  fund  are  allotted  all 
fines,  confiscations,  or  other  deductions  from  salaries.  There  exists 
also  a  workmen's  fund,  designed  to  afford  pensions  or  temporary  relief 
to  worknien  and  their  families.  This  fund  is  maintained  in  part  by 
enforced  contributions  and  deductions  from  the  wages  of  workmen, 
in  part  by  government  subsidies,  and  in  part  by  private  donations. 

Railway  Wages  in  the  United  States  and  Belgium  Compared. 

It  will  be  noted  that  the  daily  wages  cited  above  for  certain  classes 
of  Belgian  railway  employees  are  rates  of  wages  per  day  actually  em- 
ployed. As  such,  they  are  comparable  with  the  average  compensation 
received  per  day  by  railway  workmen  in  the  United  States.  Compari- 
son of  these  wages  per  day  with  the  average  compensation  per  day  of 
corresponding  grades  of  workmen  in  the  United  States  is  given  in  the 
following  table.  Against  each  class  of  Belgian  employees  is  set  the 
class  of  American  employees  most  nearly  corresponding  to  it.  The 
data  relate  to  the  year  1907  in  the  case  of  both  countries : 


54 


Average  Daily  Wage  :  1907. 


Eelgium. 

United  Slates. 

Clas-s  of  employee. 

Daily  wage. 

Class  of  employee. 

Daily  wage. 

Chief  loader 

1.579— -965 
.463— .618 
.540— .772 

•463— .579 
,540—965 
.463— .656 
.463— .695  ] 

■463—  579  J 

}■  "Other  station  men" 

'•Other  trainmen" 

Conductor 

Loader  and  packer 

"Weigher 

$1.78 

Ticket  sorter. . 

Brakesman 

Conductor                        .  .  . 

2.54 
3.  6q 

Shunter 

Switch    tenders,    crossing 
tenders  and  watchmen  . . 

Watchman 

1.87 

55 


ITALY." 

Of  the  railway  mileage  of  Italy  over  eight-tenths  is  owned  by  the 
state.  The  number  of  employees  on  the  Italian  state  railway  system 
is  about  150,000. 

The  average  compensation  of  state  railway  employees  in  Italy  dur- 
ing the  year  1909  amounted  to  $289.19.  This  was  made  up  of  an 
average  salary  or  wage  of  $211.57  and  an  average  supplementary 
allowance  of  $77.62.  In  addition,  the  administration  expended  for 
pensions  and  various  forms  of  assistance  to  employees  an  amount 
equivalent  to  $18.72  for  each  employee  on  its  rolls. ^ 

The  salary  scale  of  the  principal  classes  of  employees  on  the  state 
railways  is  as  follows : 

Italian  State  Railways. 

,      ,  Years  required 

Annual  salary.  to  reach 

Minimum.  Maximum.        „,aximura. 

Chief  Station  masters $69480  $1,042.20  19 

Station  masters  and  inspectors  (3  grades) .     347-40  810.60  12-17 

Yard  inspectors 208.44  40530  25 

Chief  station  clerks 636.90  926.40  18 

Assistant  station   clerks 463  •  20  675 .50  14 

Engine  drivers 289.50  52110  18 

Chief  guards 208.44  405-30  25 

Goods   guards 150.54  231.60  15 

Firemen 173-70  318.45  23 

Draughtsmen 231.60  868.50  16-23 

Workshop  foremen 289.50  579-00  25 

Messengers,  Class  1 208.44  347-4©  19 

A  number  of  classes  of  employees  attached  to  the  staff  are  paid  at  a 
daily  rate,  as  follows : 

Italian  State  Railways. 

Daily  wage.  Yt-ATS  required  to 

Minimum.  Maximum,     reach  inaxinium. 

Brakesmen $405  $.618  23 

Signalmen 405  .618  18 

Station  porters 386  .733  30 

Messengers,  Class  II 482  .772  21 

o  Unless  otherwise  specified,  the  data  contained  in  this  discussi9n  are  drawn 
from  the  report  of  the  British  Board  of  Trade  on  Railways  in  Belgium,  France, 
and   Italy,   1910,  pp.  271-282. 

^Official  statistics  of  the  Italian  state  railways  (Ferrovie  dellostato-statistica 
generaie  dell'  esercizio),  1909,  pp.  314-317. 


56 

The  average  amount  of  supplementary  allowances  received  annually 
by  various  classes  of  train  employees  is  as  foUow^s : 

Engine  drivers $291  -60 

Chief   guards 192.24 

Goods  guards 152.40 

Firemen 156.60 

Brakesmen.. 118.20 

These  supplementary  allowances  received  by  trainmen  are  made  up 
of  hourly  and  kilometric  allowances,  allowances  for  unusual  absence 
from  the  home  station  and  for  traveling  expenses  under  certain  condi- 
tions of  work,  and  premiums  for  the  economical  use  of  fuel  and  oil 
and  for  time  made  up  by  trains  within  authorized  speed  limits.  On 
certain  sections  of  the  line,  where  tunnels  abound,  special  daily  tunnel 
allowances  are  granted. 

In  addition  to  the  fixed  rates  of  pay  and  supplementary  allowances 
to  trainmen,  various  forms  of  extra  pay  are  given,  the  most  important 
of  which  is  the  "locality  allowance,"  granted  to  employees  in  propor- 
tion to  the  importance  of  their  home  station.  Locality  allowances  are 
allotted  at  a  normal  percentage  of  the  daily  or  monthly  salary,  the 
percentage  ranging  as  high  as  15  per  cent  in  some  cases.  Certain 
classes  of  employees,  in  addition,  are  expected  to  live  on  premises  pro- 
vided by  the  administration ;  in  default  of  accommodations  a  dwelling 
allowance  is  granted  them.  This  allowance  is  never  over  $9.65  a 
month. 

Members  of  the  staff  residing  in  malarial  districts  receive  a  special 
daily  allowance  proportioned  to  their  rank,  the  season  of  the  year,  and 
the  district. 

Further  subsidiary  payments  are  made,  in  the  shape  of  premiums 
for  satisfactory  performance  of  duty,  to  switching  employees,  the  sig- 
naling staff,  station  masters,  inspectors,  and  to  the  higher  grades  of 
station  clerks. 

In  general,  the  hours  of  duty  must  not  ordinarily  exceed  12  hours, 
day  or  night,  nor  in  any  case  can  they  run  over  17  hours.  Overtime 
is  commonly  compensated  by  time  off  at  another  period  or  by  overtime 
payments.  The  rate  of  such  pay  is  usually  one-eighth  of  the  daily 
wage  per  hour  of  overtime.  Permanent  employees  and  also  temporary 
employees  \yith  a  minimum  service  record  of  12  months  are  entitled 
to  annual  leave  on  full  pay,  ranging  from  7  to  10  days  for  the  lower 
grades,  and  from  10  to  20  days  for  the  middle  and  higher  grades. 


57 

Privileges  of  travel  free  or  at  reduced  rates  are  granted  to  employ- 
ees under  well-defined  regulations.  Uniforms  are  not  provided  by  the 
administration,  but  it  contributes  toward  their  cost  and  supplies  the 
various  articles  at  fixed  prices. 

Applicants  for  positions  must  be  Italian  citizens,  and  not  over  30 
to  35  years  of  age.  Special  preference  is  given  to  men  who  have  com- 
pleted a  term  of  first-class  military  service. 

The  pension  fund  is  maintained  partly  by  enforced  contributions 
from  employees  and  partly  by  state  subventions. 

In  general,  the  rates  of  pay  on  state  and  private  lines  are  on  approxi- 
mately the  same  scale. 

Railway  Wages  in  the  United  States  and  Italy  Compared. 

The  yearly  salaries  and  supplementary  allowances  of  trainmen  in 
Italy  have  been  shown  above.     These  may  be  summarized  as  follows : 

Annua!  salary.  Supplementary 

•'  allowances. 

Engine  drivers $289.50—1521.10  $291.60 

Chief  guards 208.44 —  405-30  192.24 

Goods  guards 150.54 —  231.60  152.40 

Firemen 173.70—  31S.45  156.60 

Brakesmen  a 121.50 —  185.40  118.20 

For  purposes  of  comparison  a  salary  halfway  between  the  max- 
imum and  minimum  may  be  taken.  To  this  may  be  added  the 
annual  supplementary  allowance  and  the  result,  which  represents  the 
total  estimated  annual  compensation,  may  be  rou^o^hly  compared  with 
trainmen's  compensation  in  the  United  States.  This  is  done  in  the 
following  table,  the  American  statistics  having  been  secured  by  multi- 
plying the  average  daily  compensation  of  the  several  classes  of  train- 
men in  1908  by  300  working  days  per  year. 

Estimated  Average  Annual  Compensation  of  Trainmen:   1908. 

Italy.  United  States. 

Engine  drivers $696  90  $1-335 

Chief  guards 499. 1 1  > 

Goods  guards 343-47  j  '•^43 

Firemen 402. 67  792 

Brakesmen 271.65  780^ 


a  Annual  salary  estimated  by  multiplying  daily  wage  by  300  working  days  per  year. 
b  "Other  trainmen." 


58 

The  daily  wage  of  signalmen,  station  porters,  and  second  class  mes- 
sengers, statistics  of  which  have  been  presented,  may  be  compared 
with  the  daily  compensation  of  closely  corresponding  classes  of  Amer- 
ican railway  employees  in  1908  as  follows : 

Average  Daily  Wage  :  1908. 

United 
class  of  employee  Italy.  States.  Equivalent  class— United  States. 


Signalmen $.405—1.618 

Station  porters 386—  .733 

Messengers,  Class  II.     .482 —  .772 


$2.30       Telegraph  operators  and  dispatchers, 
1.82       "Other  station  men." 
1.97       "All  other  employees  and  laborers." 


Even  when  these  Italian  wages  are  increased  by  the  "locality  allow- 
ance," which  is  never  greater  than  15  per  cent  of  the  daily  wage,  and 
by  any  premiums  that  may  be  granted  for  satisfactory  service,  it  is 
clear  that  they  run  far  below  the  level  of  compensation  paid  to  similar 
classes  of  railway  labor  in  the  United  States. 


59 


A  COMPARATIVE  STUDY  OF  RAILWAY  WAGES  AND  THE 

COST  OF  LIVING. 

II.  Cost  of  Living. 

United  States,  United  Kingdom,  France,  Germany,  and  Belgium. 

No  comparative  study  of  wages  is  complete  without  a  correlative 
study  of  the  cost  of  living.  Only  when  measured  by  the  price  standard 
can  wages  be  accurately  compared,  and  there  can  be  no  satisfactory 
study  of  wages  in  different  countries  unless  it  applies  to  real  wages, 
t.  e.,  wages  in  their  relation  to  the  level  of  commodity  prices. 

It  is  proposed  to  bring  together  here,  so  far  as  possible,  what  mate- 
rial is  available  regarding  retail  prices  of  commodities  and  cost  of  liv- 
ing in  the  principal  European  countries,  so  as  to  throw  light  on  the 
relation  which  the  purchasing  power  of  the  higher  wage  of  the  Ameri- 
can workman,  and  especially  the  American  railway  employee,  bears  to 
the  purchasing  power  of  the  lower  wage  of  the  English  or  Continental 
railway  employee. 

The  subject  of  the  cost  of  living  has  been  much  discussed  in  recent 
years  both  in  this  and  other  countries.  The  United  States  Bureau  of 
Labor  has  made  a  number  of  budgetary  studies,  i.  e.,  studies  of  the 
expenditures  of  typical  workingmen's  families,  and  a  number  of  un- 
official bodies  and  private  individuals  have  done  the  same.  The  com- 
mission on'  the  cost  of  living  recently  appointed  in  Massachusetts  re- 
ported to  the  legislature  of  that  State  in  May,  1910.  More  recently,  a 
committee  of  the  United  States  Senate  on  Wages  and  Prices  of  Com- 
modities has  issued  a  report  consisting  of  several  volumes  of  hearings, 
statistical  compilations,  and  findings.  Most  important  of  all,  the  Labor 
Department  of  the  British  Board  of  Trade  completed  in  191 1  a  series 
of  five  reports  on  the  wages,  housing,  and  living  conditions  in  selected 
industrial  towns  and  cities  of  the  United  Kingdom,  Germany,  France, 
Belgium,  and  the  United  States.  These  reports  were  issued  between 
1908  and  191 1. 

The  present  survey  of  the  comparative  cost  of  living  in  various 
countries  will  comprise  three  divisions :  first,  a  discussion  of  rents ; 
second,  a  presentation  of  retail  prices ;  third,  a  discussion  of  family 
budgets,  with  especial  reference  to  the  United  States  as  compared  with 
England  and  Wales.  The  text  will  be  followed  by  an  appendix,  pre- 
senting in  detail  the  material  on  which  the  summaries  and  conclusions 
are  based. 


6o 


RJENTS. 

The  material  regarding  rents  gathered  by  the  British  Board  of 
Trade  in  its  investigations  into  cost  of  living  may  be  summarized  in 
the  following  tabular  statement.  The  statistics  relate  to  the  housing 
accommodations  of  the  kind  and  grade  usually  occupied  by  working- 
men's  families  in  the  different  countries. 

Rental  Per  Year,  a 


Country. 


United  States 

England  and  Wales  b 

London 

Scotland 

Ireland 

France 

Paris 

Germany 

Berlin 


Belgium. 


Two  Rooms. 


$38-44 
57-95 
4S— 54 
32—44 
30—36 
39—78 
34-44 
^3-76 
22 — 29 


Three 

Rooms. 

$85- 

-121 

47- 

-  57 

76- 

-114 

66- 

-  81 

50- 

-63 

37- 

-  53 

58- 

-  94 

44- 

-  60 

88- 

-117 

28- 

-36 

Four  rooms. 


5110—152 
57—  70 
95—133 


70-  85 

44  -  55 

78—  97 

54-  76 


34—  44 


Five  rooms. 


$146 — 189 

70—  82 

114 — 164 


The  Board  of  Trade  found  that  the  predominant  type  of  dwelling 
in  the  United  States  and  in  England  and  Wales  was  the  four  or  five- 
room  house.  The  English  house  usually  possesses,  in  addition,  a  scul- 
lery, or  back  kitchen.  In  the  other  European  countries  the  houses,  or 
in  some  instances  flats,  contained  a  smaller  number  of  rooms,  usually 
from  two  to  three  or  from  three  to  four.  That  is,  the  standard  of 
housing  was  higher,  on  the  average,  in  the  United  States  and  England 
than  elsewhere.  With  this  fact  in  mind,  it  becomes  clear  that  a  com- 
parison of  rental  expenditures,  for  example,  of  the  United  States  and 
France,  would  involve  setting  the  rental  value  of  a  four- room  house  in 
the  United  States  over  against  that  of  a  three-room  house  or  flat  in 
France.  Such  a  comparison  would  undoubtedly  be  proper  and  fair, 
but  in  the  interest  of  caution  rental  values  of  the  same-  grade  of  accom- 
modation are  here  compared,  regardless  of  standards  of  housing  in  the 
several  countries. 


a  Inasmuch  as  local  rate.s,  or  taxes,  in  the  United  Kingdom  are  paid  by  the  occupier  of  a 
house,  they  are  included  in  the  rentals  here  reported  for  the  United  Kingdom,  but  not  for  the 
other  countries.  The  burden  of  taxation  must  in  the  last  analysis  fall  on  the  renter,  whether  the 
tax  is  paid  directly  by  him  or  by  the  owner  ;  this  being  true,  no  deduction  is  made  in  this  table 
of  the  tax  p.iid  by  the  British  occupier. 

b  Exclusive  of  London. 


6i 

Reference  to  the  table  shows  that  the  rental  value  of  a  three-room 
house  or  flat  in  the  United  States  is  higher  than  in  any  other  country. 
In  fact,  with  the  exception  of  London,  Paris  and  Berlin,  the  minimum 
value  of  such  accommodation  in  the  United  States  is  higher  than  the 
maximum  value  of  the  same  accommodation  elsewhere.  The  same  is 
true  of  four-room  houses  or  flats,  again  excepting  London.  While 
data  are  not  available  for  two-room  accommodations,  it  is  safe  to  as- 
sume that  the  rentals  for  these,  as  in  the  case  of  larger  accommoda- 
tions, are  higher  in  the  United  States  than  elsewhere. 

The  range  of  rents  secured  by  the  Board  of  Trade  may  be  standard- 
ized by  taking  the  median  or  halfway  point  as  the  type  in  each 
case.  This  is  made  possible  because  of  the  fact  that,  as  is  stated  in 
the  reports,  the  rental  most  often  encountered  is  always  close  to  a  point 
half  way  between  the  maximum  and  the  minimum  points  of  a  given 
range  of  values.  The  foregoing  table  may  therefore  be  summed  up 
as  follows : 

Typical  Annual  Rentals. 


Country. 

Three  rooms. 

Four  rooms. 

Five  rooms. 

United   States 

England   and    Wales" 

London 

$102 

52 

95 
7?, 
56 
45 
76 
52 
102 
32 

$131 

63 
114 

77 
49 
87 
65 

39 

$167 
76 

T  10 

Scotland 

Ireland 

France 

Paris 

Germanv    

Berlin 

Belgium 

This  table,  while  only  approximate,  shows  clearly  that  rental  values 
in  the  United  States  range  considerably  higher  than  in  the  several 
European  coimtries  under  consideration. 

Retail  Prices. 

Statistics  of  retail  prices  are  available  in  abundance,  yet  only  a 
few  of  them  can  be  utilized  in  an  international  comparison,  because  of 
differences  of  measurements,  grading,  and  naming  of  articles.  Thus 
tea  come?  in  many  brands,  varieties,  and  mixtures,  and  the  quotation 


a  Exclusive  ol  London. 


62 

of  the  price  of  tea  in  one  place  means  nothing  as  a  standard  with  which 
to  compare  the  price  of  tea  anywhere  else.  Meats  vary  widely  as  to 
age  and  quality  of  animal  and  cut  of  steak  or  roast.  The  prices  of 
none  of  the  commonest  staples  can  be  quoted  in  comparison,  country 
with  country,  with  full  confidence  as  to  their  comparability.  Thus  a 
degree  of  uncertainty  attaches  to  all  international  cost  comparisons. 

With  these  qualifications  borne  constantly  in  mind,  current  retail 
prices  of  the  most  easily  standardized  articles  of  general  consumption 
in  the  United  States  and  other  countries  may  be  compared  as  in  the 
following  table.  The  detailed  table  from  which  it  has  been  sum- 
marized, together  with  a  statement  of  the  sources  from  which  the 
statistics  were  taken,  will  be  found  in  the  appendix. 


63 


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64 

Naval  vessels  are  obliged  to  purchase  stores  in  ports  throughout 
the  whole  world,  and  figures  are  available  showing  the  prices  paid  by 
them.  Inasmuch  as  these  stores  are  bought  in  large  quantities,  and 
therefore  at  the  most  favorable  rates,  the  data  do  no  more  than 
throw  interesting  light  on  the  problem.  Thus  the  Massachusetts  train- 
ing ship  "Ranger"  bought  bread  in  1909  for  4  cents  a  pound  in  Boston, 
6.5  cents  in  England,  3.8  cents  in  Nice,  4  cents  in  Amsterdam,  3.5  cents 
in  Antwerp,  and  5  cents  in  Gibraltar.  Secretary  of  the  Navy  Meyer  re- 
ported in  1909  that  bread  cost  the  navy  3.1  cents  a  pound  in  Boston, 
4  cents  in  Nice,  5  cents  in  Naples,  and  5.7  cents  in  Gibraltar." 

By  far  the  best  available  data  as  to  the  comparative  cost  of  living  is 
that  contained  in  the  reports  of  the  British  Board  of  Trade  already 
described.  The  predominant  range  of  retail  prices  of  the  various 
articles  of  food  included  in  its  investigation  by  the  Board  of  Trade  is 
given  in  the  following  table  for  the  several  countries  covered  by  its 
study. 


"  These  instances  are  from  the  report  cf  the  Massachusetts  Commission  on  the 
Cost  of  Living,  p.  369,  and  from  Sen.  Doc.  488,  6ist  Cong.,  2d  sess. 


65 


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66 

It  should  be  borne  in  mind  tliat  these  prices  are  not  necessarily  the 
minimum  prices  at  which  the  commodities  could  be  obtained,  but  repre- 
sent the  prices  most  commonly  paid  by  the  working  classes.  Even 
where  a  range  of  prices  is  quoted,  the  lowest  price  of  the  range  is  not 
necessarily  the  minimum.  The  range  simply  represents  a  group  of 
prices  which  relate  to  the  commonly  purchased  grades  or  qualities  of 
foods.  As  was  true  of  rents,  where  a  range  of  prices  is  given,  the 
commonest  or  typical  price  found  is  about  the  median  point,  half  way 
between  the  lowest  and  the  higliest  prices  quoted. 

The  comparison  made  by  the  Board  of  Trade  of  the  cost  of  living 
in  England  and  Wales  with  that  in  France  shows  that  an  English 
workingman  transported  to  France  would  pay  for  the  same  standard 
of  comfort  about  i8  per  cent  more  than  he  does  in  England.  If  coal 
be  excluded,  he  would  pay  ii  per  cent  more.  Conversely,  a  French 
workingman  would  pay  in  England  about  5.7  per  cent  less  for  the 
same  standard  of  comfort  than  he  is  paying  in  France. 

The  comparison  of  the  cost  of  living  in  England  and  Wales  with 
that  in  Germany  indicates  that  the  English  workingman,  transported 
to  Germany  and  living  at  his  own  standard  of  comfort,  would  pay  18 
per  cent  more  than  he  is  paying  in  England.  This  excludes  a  com- 
parison of  tea  and  coffee.  Conversely,  a  German  workingman  trans- 
ported to  England,  and  living  at  his  old  standard  of  comfort,  would 
find  that  his  English  price  level  was  about  7.4  per  cent  lower  than  it 
w^as  in  Germany. 

The  comparison  of  the  cost  of  living  in  England  and  Wales  and  in 
Belgium  shows  that,  excluding  commodities  for  which  comparative 
prices  could  not  be  secured,  the  English  workingman  who  moved  to 
Belgium  would  find  his  budget  increased  by  2  per  cent,  or  if  coal  were 
excluded,  slightly  decreased.  Conversely,  a  Belgian  workingman  mov- 
ing to  England  would  find  his  cost  of  living  increased  by  about  2  per 
cent,  or  if  coal  were  excluded,  increased  by  slightly  over  5  per  cent. 

The  comparison  of  the  cost  of  living  in  England  and  Wales  and  in 
the  United  States  shows  that  an  English  family  moving  to  the  United 
States  and  maintaining  its  regular  standard  of  living,  would  find  its 
budgetary  expenses  increased  by  38  per  cent.  Conversely,  an  Ameri- 
can family  would  pay  20  per  cent  less  for  its  accustomed  dietary  if  it 
moved  to  England  than  it  is  now  paying  in  the  United  States.  These 
comparisons  between  the  cost  of  living  in  England  and  the  United 
States  relate  to  the  year  1909,  a  special  investigation  being  made  into 


67 

Eng-Iish  prices  in  February,  1909,  to  provide  a  budgetary  basis  com- 
parable with  that  of  the  United  States. 

Combining  these  various  comparisons,  and  bringing  them  to  a  com- 
mon basis,  the  following  are  the  results.  An  English  family  which 
was  transferred  in  turn  to  the  respective  countries  named  below  and 
maintained  its  normal  standard  of  living,  would  find  its  expenditures 
for  food  and  fuel  to  stand  in  the  following  relations  to  its  expenditures 
in  England,  the  latter  being  taken  as  par,  or  100  per  cent : 

In  England  and  Wales 100  per  cent. 

In   Belgium    102     "       " 

In  France   118    "       " 

In    Germany    118    " 

In  the  United  States 138    " 

From  this  it  will  be  seen  that  the  cost  of  living  in  the  United  States, 
compared  with  that  of  France,  is  in  the  ratio  of  138  to  118,  or  117.8 
per  cent — that  is,  it  is  17.8  per  cent  higher  than  in  France.  Similarly, 
the  cost  of  living  in  the  United  States  is 

17.8  per  cent  higher  than  in  Germany, 

35.3  per  cent  higher  than  in  Belgium,  and 

38.0  per  cent  higher  than  in  the  United  Kingdom. 

This  is  not  a  complete  statement  of  the  situation,  inasmuch  as  it 
takes  into  account  only  those  articles,  and  in  only  those  proportions, 
used  by  the  British  workingman  in  his  dietary.  His  standard  would 
doubtless  rise  in  moving  to  the  United  States ;  but  for  the  same  stand- 
ard of  Ih'ing,  the  foregoing  comparisons  hold. 

Budgets. 

The  Board  of  Trade,  in  its  investigations,  made  a  study  of  budgets 
of  workingmen's  families  in  the  five  countries  studied.  The  results  are 
given  in  some  detail  in  the  appendix.  Below  will  be  found  a  brief 
resume,  presented  on  a  per  capita  basis : 

Expenditures  for  Food  Per  Capita. 

Her  week.  Per  year. 

United  States   $1.78  $92.33 

France  i .  20  62 .  40 

Germany .98  50.06 

United    lyingdom .98  50.85 

Belgium    94  49- 12 


68 

Thus  the  actual  expenditure  of  the  average  American  workingman 
for  food  in  the  northern  part  of  the  United  States  is  seen  to  be  greater 
than  that  of  the  average  workingman  in  France  by  48.0  per  cent ; 
greater  than  that  of  the  workingman  in  Germany  by  81.2  per  cent; 
greater  than  that  of  the  workingman  in  England  and  Wales  by  81.6 
per  cent ;  and  greater  than  the  amount  spent  by  the  workingman  of 
Belgium  by  88.0  per  cent. 

The  United  States  and  England  and  Wales. 

The  English-American  comparison  of  the  cost  of  living,  as  ascer- 
tained by  the  British  Board  of  Trade  in  1909,  is  here  presented  in 
somewhat  greater  detail.  While  this  comparison  rests  on  returns 
secured  from  but  three  trades — the  building,  the  engineering,  and  the 
printing  trades — yet  a  comparison  of  the  conditions  of  these  trades  in 
one  country  with  that  of  the  same  trades  in  another  country  sheds  sig- 
nificant light  on  the  relative  position  of  other  classes  of  workmen, 
such,  for  example,  as  railway  employees. 

In  the  three  trades  indicated,  the  Board  of  Trade  investigators 
found  that  on  the  average  the  wages  of  the  American  workman  were 
higher  than  those  of  the  English  by  130  per  cent;  that  his  hours  of 
work  per  week  were  fewer  by  4  per  cent;  that  his  payments  for  rent 
for  the  same  kind  and  amount  of  house  accommodation  were  4iigher 
by  107  per  cent;  that  the  retail  prices  of  his  food,  weighted  according 
to  the  consumption  shown  in  the  British  budgets,  were,  as  has  earlier 
been  shown,  higher  by  38  per  cent.  Put  more  briefly,  it  is  found  that 
while  the  wages  of  the  American  workmsfn  are  the  higher  by  130  per 
cent,  his  expenditures  for  food  and  rent  combined,  on  the  British  stand- 
ard of  living,  are  the  higher  by  only  52  per  cent.  A  much  greater 
margin  over  the  expenditures  for  food  and  rent  is,  therefore,  available 
in  the  United  States  than  in  England  and  Wales.  This  margin,  says 
the  report  of  the  Board  of  Trade,  "makes  possible  a  command  of  the 
necessaries  and  conveniences  of  life  that  is  both  nominally  and  really 
greater  than  that  enjoyed  by  the  corresponding  class  in  this  country 
(England)." 

A  thoughtful  American  reviewer  of  this  comparison  of  English 
and  American  conditions  has  said :"  "While  these  precise  figures 
must    be    taken    with    broad    qualifications,    the    conclusion    that    the 


"  W.  C.  Mitchell,  in  the  Quarterlj'  Journal  of  Economics,  November,  1911. 


69 

economic  condition  of  the  classes  studied  is  better  in  America  than  in 
England  is  abundantly  confirmed  by  other  evidence.  The  American 
dietary  is  found  to  be  more  liberal  and  more  varied  than  the  English, 
and  the  proportion  of  income  left  after  paying  rent  and  food  bills 
is  larger  in  America.  Indeed,  even  the  lowest  income  class  of  Ameri- 
can families  spend  relatively  less  of  their  income  upon  food  and  rent 
than  the  highest  income  class  of  British  families.  Thus  the  American 
family  has  a  wider  margin  of  income  for  buying  non-necessaries, 
enjoys  a  higher  standard  of  living,  and  can  save  more  money  if  so 
disposed." 

For  the  detailed  discussion  of  the  data  summarized  in  Part  II,  refer- 
ence is  made  to  the  appendix. 


70 


APPENDIX. 

Reports  of  the  British  Board  of  Trade. 

The  first  of  the  five  reports  of  the  Labor  Department  of  the  British 
Board  of  Trade  on  Cost  of  Living  related  to  the  United  Kingdom  and 
was  based  on  data  collected  as  of  October,  1905,  in  yj  cities  in  England 
and  Wales,  11  in  Scotland,  and  6  in  Ireland.  For  the  international 
comparisons,  only  the  returns  from  the  English  and  Welsh  cities  were 
utilized.  These  cities  aggregated  in  1901  a  population  of  13,500,000. 
The  second  report  covered  33  cities  of  the  German  Empire,  with  an 
aggregate  population  of  9,000,000,  and  was  based  on  data  collected 
mainly  in  October,  1905,  and  partly  also  in  March  and  April,  1908. 
The  third  report  related  to  France,  and  was  also  based  on  data  col- 
lected mainly  as  of  October,  1905,  and  partly  as  of  August-October, 

1907.  The  French  report  covered  30  cities  aggregating  6,000,000  popu- 
lation. The  fourth  report  covered  15  cities  in  Belgium  with  an  aggre- 
gate population  of  1,680,000,  and  the  data  were  obtained  as  of  June, 

1908.  The  final  report  included  28  cities  in  the  northern  and  southern 
parts  of  the  United  States  east  of  the  Mississippi,  the  data  being  se- 
cured as  of  the  month  of  February,  1909.  The  population  of  these 
cities  aggregated  15,488,000  according  to  the  United  States  census  of 
1910. 

With  reference  to  the  extent  to  which  the  statistics  presented  in 
these  reports  are  modified  by  the  changes  in  prices  between  October, 
1905,  the  date  of  the  investigation  in  England  and  Wales,  and  the 
dates  of  the  several  investigations  in  the  other  countries,  it  may  be 
stated  that  in  Germany,  so  far  as  it  was  possible  to  judge  from  the 
few  returns  obtained  in  March,  1908,  prices  appear  to  have  undergone 
little  change.  In  France  the  average  increase  in  food  prices  between 
October,  1905,  and  October,  1907,  was  estimated  at  slightly  under  5 
per  cent.  In  Belgium  no  appreciable  change  appears  to  have  occurred 
down  to  the  autumn  of  1908.  Allowance  has  already  been  made  in 
this  study  for  the  increase  of  4  per  cent  which  took  place  in  the  prices 
of  English  commodities  between  October,  1905,  and  February,  1909. 

The  material  contained  in  these  reports  relates  to  rates  of  wages, 
rents,  retail  prices,  and  budgets.  The  wage  data  brought  together  by 
the  Board  of  Trade  in  these  reports  deal  with  the  building,  engineer- 
ing, printing,  and  furnishing  trades. 


71 

Rents. 

The  predominant  type  of  housing  accommodation  in  England  and 
Wales  was  found  by  the  Board  of  Trade  to  be  the  tenement  of  four 
or  five  rooms;  that  is,  the  self-contained  two-story  dwelling,  in  which 
are  four  or  five  rooms  and  a  scullery,  or  back  kitchen.  For  such  ac- 
commodations as  these  the  principal  range  of  weekly  rents  in  1905, 
including  all  rates  or  taxes,  was  $1.09  to  $1.34  for  the  four-room,  and 
$1.34  to  $1.58  for  the  five-room  dwellings.  This  would  be  a  yearly 
rental  of  $57  to  $70  for  the  four-room  type,  and  $70  to  $82  for  the 
five-room  type.  Corresponding  rents  in  London  for  the  four-room 
dwelling  ranged  from  $1.83  to  $2.55  per  week,  or  $95  to  $133  per 
year,  and  for  the  five-room  dwelling  from  $2.19  to  $3.16  per  week,  or 
$114  to  $164  per  year. 

In  Scotland  the  Board  of  Trade  found  the  typical  residence  of  the 
workingman  to  be  the  flat  of  one,  two,  or  three  rooms  of  considerable 
size.  The  predominant  range  of  rents  (including  rates,  or  taxes)  for 
such  flats  in  Scotland  was  in  1905  as  follows :  for  one-room  flats,  $25 
to  $32  per  year;  for  two-room  flats,  $48  to  $54  per  year;  and  for 
three-room  flats,  $66  to  $81  per  year. 

Irish  residential  conditions  were  found  to  be  similar  to  those  of 
England  and  Wales.  Outside  of  Dublin,  the  predominant  type  is  the 
two  to  five-room  dwelling;  in  Dublin,  the  tenement  house.  Rents 
ranged  as  follows:  one  room  and  scullery,  $19  to  $32  per  year;  two 
rooms  and  scullery,  $32  to  $44  per  year ;  three  rooms  and  scullery,  $50 
to  $63  per  year ;  four  rooms  and  scullery,  $70  to  $85  per  year. 

In  Germany,  the  British  Board  of  Trade  found  the  predominant 
type  to  be  the  flat  of  two  or  three  rooms,  with  appurtenances,  in  a  large 
tenement  house.  "Appurtenances"  in  this  connection  refer  to  a  share 
of  the  cellar  for  the  storage  of  fuel  or  for  laundry  use,  the  use  of  a 
loft  on  certain  days  for  drying  purposes,  and  the  like.  German  rents 
do  not  include  local  taxes,  which  must  be  paid  separately  by  the  occu- 
piers. Rents  paid  for  two- room  flats,  outside  of  Berlin,  ranged  in  1905 
from  $.65  to  $.85  per  week,  or  $34  to  $44  per  year,  and  for  three- 
room  flats  from  $.85  to  $1.16  per  week,  or  $44  to  $60  per  year.  In 
Berlin,  two-room  flats  cost  $1.22  to  $1.46  per  week,  or  $63  to  $76  per 
year,  while  three-room  flats  rented  for  $1.70  to  $2.25  per  week,  or  $88 
to  $117  per  year. 

The  French  type  of  housing,  according  to  the  British  Board  of 


72 

Trade,  is  largely  of  the  tenement-house  flat  type,  but  partly  also  of 
the  small-house  type.  French  rents,  like  the  German,  do  not  include 
local  taxes,  nor  as  a  rule  any  charge  for  water.  Rent  for  two  rooms 
in  Paris  in  1905  ranged  from  %.']i  to  $1.50  per  week,  or  $39  to  $78  per 
year;  in  other  French  towns  from  $.57  to  $.69  per  week,  or  $30  to 
$36  per  year.  Three  rooms  rented  for  $1.12  to  $1.80  per  week,  or 
$58  to  $94  per  year,  in  Paris;  in  other  French  towns  $.71  to  $1.01  per 
week,  or  %'t;j  to  $53  per  year.  Four  rooms  cost  $1.50  to  $1.86  per 
week,  or  $78  to  $97  per  year,  in  Paris ;  in  other  French  towns,  $.85  to 
$1.05  per  week,  or  $44  to  $55  per  year. 

Belgian  rent  data  were  collected  by  the  British  Board  of  Trade  in 
1908.  The  predominant  housing  type  in  Belgium  is  the  small  self- 
contained  house  or  cottage,  with  fewer  but  larger  rooms  than  in  Eng- 
land. Local  rates  or  taxes  are  not  included  in  the  Belgian  rental. 
Rents  in  Belgium  were  reported  as  follows :  two-room  dwellings,  $.43 
to  $.55  per  week,  or  $22  to  $29  per  year;  three-room  dwellings,  $.53 
to  $.69  per  week,  or  $28  to  $36  per  year;  four-room  dwellings,  $.65 
to  $.85. per  week,  or  $34  to  $44  per  year. 

The  Board  of  Trade  pursued  its  rent  investigations  in  the  United 
States  in  February,  1909.  The  predominant  type  of  dwelling  was 
found  to  be  the  one-family  house,  although  exceptions  to  this  type  were 
numerous.  Four  and  five  rooms  were  most  commonly  found,  the 
houses  containing  them  being  more  often  built  of  frame  or  timber 
than  of  brick.  Rentals  for  four-room  dwellings  or  tenements,  which 
were  the  prevailing  type,  were  from  $2.11  to  $2.92  per  week,  or  $110 
to  $152  per  year.  For  five-room  dwellings,  which  also  formed  a  pre- 
dominant type,  rents  per  week  ranged  from  $2.80  to  $3.63,  represent- 
ing yearly  rentals  of  $146  to  $189. 

Retail  Prices. 

The  complete  table  from  which  the  summary  table  of  retail  prices 
on  page  63  was  taken  is  shown  on  pages  74  and  75.  The  bibliography 
of  the  table  appears  on  page  73. 


71 


Bibliography  to  Table  on  Pages  74  and  75. 

Massachusetts. — Average  of  prices  in  7  cities  and  2  towns  in  Massachusetts, 
March,  1910.  Report  Massachusetts  Commission  on  Cost  of 
Living,  pp.  64,  70,  163.  The  price  of  bread  represents  the 
average  of  prices  in  five  Massachusetts  cities  in  1909,  taken 
from  the  report  of  the  Board  of  Trade  on  the  Cost  of  Living 
in  the  United   States. 

London  (A).— Prices  in  three  laboring  districts  in  London,  secured  late  in  1909 
or  early  in  1910.  Report  on  Wages  and  Prices  of  Commodi- 
ties, pp.   1406-7. 

London   (B).— Prices  in  London,  1910.     Wages  and  Prices  Abroad,  Part  L  pp. 

II,  12,   19. 

Sheffield.— Prices  in  Sheffield,  England,  1910.    Wages  and  Prices  Abroad,  Part  \, 

pp.  26-27. 
Manchester.— Prices  in  Manchester,  England,  1910.    Wages  and  Prices  Abroad, 

Part  n,  p.  8. 
Bradford.— Prices  in  Bradford,  England,  1910.    Wages  and  Prices  Abroad,  Part 

III,  pp.  58-71- 

Dublin.— Prices  in  Dublin.  Ireland,  1910.    Wages  and  Prices  Abroad,  Part  I,  p.  60. 
Germany.— Prices  in  51  German  cities  in  September,  1911.    Cooperation  and  Cost 

of  Living  in  certain  Foreign  Countries,  62d  Cong.,  2d  Sess., 

H.  R.  Doc.  617,  pp.  6-7- 
Berlin.— Prices  in  Berlin,  Germany,   1910.     Wages  and  Prices  Abroad,  Part  I, 

p.  82. 
Frankfort —Prices  in  Frankfort,  Germany.  February,  1910.     Wages  and  Prices 

Abroad,   Part  IV,  p.    16. 
Chemnitz.— Prices  in  Chemnitz,  Germany,  1910.    Wages  and  Prices  Abroad,  Part 

I,  pp.  4-5. 
Paris. — Prices  in  Paris,  France,  March  10,  1910.    French  pound  reduced  on  the 

basis  of  I.I  English  pounds  each;  liter  reduced  on  the  basis 

of  1.05  quarts  each.    Wages  and  Prices  Abroad,  Part  I,  p.  69. 
Havre. — Prices  in  Havre,  France,  November,   191 1.     Cooperation  and  Cost  of 

Living  in  certain  Foreign  Countries,  p.  6. 
Marseilles. — Prices  in  Marseilles,  France,  January-February,  1910.     Wages  and 

Prices  Abroad,  Part  I,  pp.  76-77. 
Lyons. — Prices  in  Lyons,  France,  February,  1910.     Wages  and  Prices  Abroad, 

Part  IV,  pp.  12-13. 
Bordeaux. — Prices  in  Bordeaux,  France,  1910.    Wages  and  Prices  Abroad,  Part 

IV,  p.  7. 
Milan.— Prices  in  Milan,  Italy,  1908.     Digest  of  recent  statistical  publications, 

issued  by  Committee  on  Wages  and  Prices  of  Commodities, 

6ist  Cong.,  2d  Session,  Sen.  Doc.  631,  p.  TJ. 


74 


RETAIL  PRICES  OF  COMMODITIES. 
(The  bibliography  of  this  table  is  given  on  page  73.) 


Basis- 
cents 
per 

Place  and  Year. 

U.S. 

United  Kingdom. 

Article. 

S2 
1- 

e  - 

0  " 
►J 

T3 

Si 
■Si 

V  0 
a 

•0 

£2 
•0  o> 

CO  - 

u 

m 

a 
s  0 

■§? 

Q 

Beef 

lb. 
lb. 
lb. 
lb. 
lb. 

cents 
20 

cents 
16-20 

cents 

cents 

12 

cents 

17-20 

cents 

16 
14-20 

l8-20rf 

16-20 

cents 

Veal 

Mutton 

15-16 
22-24 

20-21 

21 

18-24 

Pork 

17-9 

12-16 
i6-±4 

"18-28 

Bacon 

26 

Ham 

lb. 
lb. 
lb. 
lb. 
lb. 

20.5 



20-28 
16 

2.2* 

3-5 

3 

24-26 

>7 
17 

28 

Lard 

]8 

Wheat 

2.4-2-5 
3 

1-7 

2.7-3-2 

3.6 

Flour 

Bread 

3-! 
5-8 

2.6-2.9 

3 

3-2 

3  5- 

Milk 

qt. 
lb. 
lb. 
doz. 
lb. 
lb. 

7-7 
35-5 

8 

24-32 

14-16 

18-24 

5 

8 
29 

17-20 
24 

4.5 

4 

6-7 
26-32 
17-20 

Butter 

70 

->S.i-> 

30 
24 
30 

Cheese  

5^               "  ^- 

20                       T,*-5fl 

Eees 

29.4 
6 
5-5 

32 
5 

24 
4.5-6 

Suear.  traii 

4-5 

Sugar,  jrown 

Potatoes 

bu. 
lb. 
lb. 
lb. 
lb. 

67-5 
""i'a" 

38.6-51.4 
4 

70 

5-5 

3 

5-5 

68.6 
3-6 

58.4 

Rice 

6 
4 

Beans 

Oatmeal 

4-6 

4 

3-  5 

Salt 

Oranges 

doz. 
doz. 
gal. 

ton 

ton 

8-12 

24-30 

20 

16-28 

I391- 
456 

Lemons 

Oil 

12 
$7,814 

12-15 

$5.83 
$6.32- 

16-20  c 

l$4.oi 

Anthractie  coal 

J $4.29- 
l    4- 64 

}    $6.08 

Bituminous  coal 

7-05 

) 

a  Quart  =  2  lbs.       ^Bu.  =  6olbs.       c  Petroleum  28-30  cents.       d  N.    Z.   frozen  =  9- 11  cents. 


75 


RETAIL  PRICES  OF  COMMODITIES. 
(The  bibliography  of  this  table  is  given  on  page  73.) 


Place  and  Year. 

Ba- 
sis- 
cents 

per 

Germany.                ( 

France. 

Italy. 

Germany 
1911 

.5o 

03 

0 

c  o- 

re 

U. 

K 

c  0 

E5- 
n  - 

j: 
u 

V 

it 
V,  0 

u  — 

re 

> 

X 

3 
S2 

0 

GQ 

It 

Anicle. 

cents 

18.4 

cents 

15-19 

cents 

18.7 

cents 

168 
184 
184 
19.4 

19-4 

cents 

32  7 
21-8-32.7 

25.4-29-1 
23-6 
36-4 

cents 

39 
48 

40 

cents 

19.1-26.4 

23-6-30.5 

iq.1-23.6 

17.3  20.9 

20.9 

cents 

20  9 
20.9 
20.9 
17-7 

cents 

cents 
14.4 

11>. 
lb. 
lb. 
lb 
lb. 

Beef 

18-25 

14-16 
16 

Veal 

19.9 
16 

17-21 

20.6 

Pork. 

.8.5 

19 

26 

Bacon 

28 
17 

30-2 
16.8 

4-3 

36.4-60.9 
18.2 

9.:-io.9 
3-6-4-5 

32 
18 

4 

45 
4 

lb. 
lb. 
lb. 
lb. 
lb. 

Hani. 

19-5 

2-4 
48 

182 

2.6 

5-7 

3-S-3  9 

...    . 

"2'6* 

3-9 

I  ard 

4 

6 

44 

Wheat 

4  3 
5-8 

4-5-5 
3-7 

Flour. 

Bread. 

6 

28 

5-5 
31-1 
23.8 
22.8 

6.2 

■••7-9  5 
30-9455 
21.8-26.4 

73 
30-5 

5-7 

6 
18-30 

27.1 

lb. 
lb. 
doz. 
lb. 
lb. 

Milk. 

Bulter 

23 

24 

58 
)0 

7-3 

7-7  " 

12 

Eggs- 
Sugar,  gran. 
Sugar,  brown 

5.9-6.8 

45.6 

42.6 

"5-3 

$1.64-2.73 
6.4-8.2 
6.4-7-3 

$i.5«> 
10 

78.7 

$3-=7 

bu. 
lb. 

lb. 
lb. 
lb. 

Potatoes 

3-6 

Rice 

4-3 

3.6 
6.2 

7-8 
3 
2 

Benii^ 

Oalnieal. 
Salt 

23 



13-2-18 
9.6-13.2 

20 

20 

21.9 

doz. 
doz. 
gal. 

Oranges. 

T  emons 

54 
$10.30-  ( 
12.52  \ 

$13-50 
$12  00 

8.2 
$11  55 
$7-35 

26.5 
$11.88 1 
-13-61 

22 
$7-33 

Oil 

$6.05 

1 

e  Lamb  =  14-22  cents.      /  Lamb— 14-22  cents- 


76 


Budgets. 

In  the  United  Kingdom  budgets  were  procured  by  the  Board  of 
Trade  in  1903-4  from  1,944  families,  averaging  3.6  children  living  at 
home,  or  about  5.6  persons  per  family.  It  was  found  that  these  fami- 
lies spent  for  food,  not  including  liquors,  an  average  of  $547  per 
week,  or  $285  per  year.  This  is  an  individual  average  of  $.98  weekly, 
or  $50.85  annually. 

In  Germany  budgets  were  obtained  in  1906-7  from  5,046  families, 
which  averaged  2.7  children  living  at  home,  or  about  4.7  persons  per 
family.  Expenditures  for  food,  excluding  beer,  averaged  $4.60  per 
week,  or  $239  a  year,  for  each  family.  This  is  an  individual  average 
of  $.98  weekly,  or  $50.96  annually.  Expenditures  for  beer  amounted 
to  20  cents  per  family  per  week,  or  $10.40  per  year. 

In  France  budgets  were  secured  in  1907-8  from  5.605  families, 
which  averaged  2.2  children  living  at  home,  or  about  4.2  persons  per 
family.  Expenditures  for  food,  excluding  wine  and  beer,  amounted 
to  $5.11  per  week,  or  $266  per  year,  for  each  family;  and  for  each 
person  $1.20  weekly  and  $62.40  annually.  The  amounts  spent  for 
wine  and  beer  increased  the  expenditures  of  the  average  family  by 
$.67  a  week,  or  $35  a  year. 

In  Belgium  budgets  were  collected  in  1908-9  from  i,859  families, 
which  averaged  2."]  children  at  home,  or  about  4.7  persons  per  family. 
Expenditures  for  food,  exclusive  of  wine  and  beer,  were  $4.44  per 
week  per  family,  or  $231  per  year.  This  amounts  to  $.94  per  person 
per  week,  or  $49.12  per  person  per  year.  Wine  ana  beer  expenditures 
added  $.14  a  week,  or  $7  a  year,  to  the  average  family  budget. 

In  the  United  States  budgets  were  secured  in  1909  from  3,215 
British-American  {%.  e.,  American,  Irish,  English,  Scottish,  Welsh,  and 
Canadian)  families  living  in  the  north.  These  families  averaged  4.9 
persons  each,  and  expended  for  their  food  $8.70  per  week,  or  $452  per 
year.  For  each  member  of  the  family  this  amounts  to  $1.78  per  week, 
or  $92.33  per  year. 

A  London  workingman's  family,  consisting  of  man  and  wife  and 
possibly  two  small  children,  may  subsist  on  $3.66  a  week,  or  $190  a 
year,  according  to  the  report  of  the  Senate  Committee  on  Wages  and 
Prices.  This  estimate  is  based  on  a  study  of  75  poor  families  in  Lon- 
don, and  may  be  regarded  as  a  bare  minimum.  Compare  this  with  the 
estimate  of  the  Bureau  of  Labor  in  1907  as  to  the  average  cost  of  food 


77 

of  the  American  workingman's  family  in  that  year — $374.7 1; — or  the 
Massachusetts  commission  estimate  for  1910  of  $478.10  per  year. 
These  estimates  may  be  called  standard  or  typical,  rather  than  mini- 
mum, budgets.  The  Bureau  of  Labor  estimate  rests  on  a  study  of 
2,567  families,  while  the  Massachusetts  commission's  estimate  was 
reached  by  adjusting  to  the  year  1910  a  Bureau  of  Labor  study  of 
prices  in  1903. 


% 


BUREAU  OF  RAILWAY  ECONOMICS 

Established  by  Railways  of  the  United  States 
for  the  Scientific  Study  of  Transportation  Problems 


LOGAN  G.  Mcpherson  frank  haigh  oixon 

OIRCCTOR  CHIEF   STATISTICIAN 


Comparison  of  Capital  Yalues- 
Agricullure,  Manufactures,  and  tlie 

Railways 


Bulletin  No.  39 

WASHINGTON.  D.  C. 

1912 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

1.  Summary  of   Revenues   and  Expenses  of   Steam  Roads  in  the 

United    States    for    July,    1910.     (Monthly    Report    Series, 
Bulletin  No.  i.) 

2.  Summary  of  Revenues  and   Expenses   of   Steam  Roads   in  the 

United  States  for  August,  1910.     (Monthly  Report  Series, 
Bulletin  No.  2.) 

3.  Summary  of   Revenues  and  Expenses  of   Steam   Roads  in  the 

United  States  for  September,  1910.    (Monthly  Report  Series, 
Bulletin  No.  3.) 

4.  A   Comparative   Statement  of   Physical  Valuation  and  Capitali- 

zation. 

5.  Preliminary   Bulletin    for   November,    1910 — -Revenues   and   Ex- 

penses. 

6.  Railway  Traffic  Statistics,  1900-1909.     (See  No.  31.) 

7.  Summary  of   Revenues  and  Expenses  of   Steam   Roads   in  the 

United  States  for  October,  1910.     (Monthly  Report  Series, 
Bulletin  No.  4.) 

8.  Summary  of  Revenues   and  Expenses   of   Steam  Roads  in  the 

United  States  for  November,  1910.    (Monthly  Report  Series. 
Bulletin  No.  5.) 

9.  Summary  of  Revenues   and  Expenses  of   Steam  Roads  in  the 

United  States  for  December,  1910.    (Monthly  Report  Series, 
Bulletin  No.  6.) 

10.  Summary  of  Revenues   and  Expenses  of  Steam   Roads   in  the 

United  States  for  January,  191 1. 

11.  (Out  of  Print.) 

12.  Summary  of   Revenues   and   Expenses  of   Steam   Roads   in  the 

United  States  for  February,  1911. 

13.  Summary  of  Revenues  and  Expenses  of   Steam   Roads  in  the 

United  States  for  March,  1911, 

14.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  April,  1911. 

15.  The  Conflict  Between  Federal  and  State  Regulation  of  the  Rail- 

ways. 

16.  Summary  of  Revenues  and  Expenses  of   Steam   Roads   in   the 

United  States  for  May,  191 1. 

( Continued  on  third  page  of  cover. ) 


Comparison  of  Capital  Yalues- 
Agricullure,  Manufactures,  and  the  Railways 


WASHINGTON.  D.  C. 

September,  1912 


CONTENTS. 

Page 

Summary     c 

Introduction   7 

National  Wealth  of  the  United  States 10 

Capital  W'llues  of  the  Agricultural,   Manufacturing^,  and   Railway 

Industries 12 

Agricultural  Capital  by  Geographical  Divisions  and  States .  17 

Manufacturing  Capital  by  Geographical  l)i\isi(ins  and  States 17 

Capitalization  bv  Interstate  Commerce  Commission  Groups 24 

Comparison  of  Capital  in  Railways  and   in  the   Principal   Manu- 
facturing  1  ndustries 27 

Ritniii  im  Manufacturing  and  l\ail\\a\C'apilal 28 

Appendix 

Agriculture 32 

Manufactures 33 

Railways  35 

Commercial  N'alne  of  the  Railways  by  Geogra])hical  Divisions 

and  States Z7 


SUMMARY. 

According  to  the  estimates  of  the  national  wealth  of  the  United 
States  made  by  the  Bureau  of  the  Census  the  value  of  the  railways 
increased  but  little  more  than  half  as  fast  as  the  value  of  all  prop- 
erty from  1890  to  1904. 

The  capital  value  of  agriculture  includes  all  farm  property,  land, 
buildings,  implements,  machinery,  and  live  stock.  The  capital 
value  of  manufactures  includes  the  value  of  property  employed  for 
the  purposes  of  production,  excepting  rented  property,  but  does  not 
include  any  allowance  for  patent  rights  or  good  will.  The  capital 
value  of  the  railways  used  in  this  comparison  is  the  "cost  of  road 
and  equipment"  as  it  stands  on  their  books. 

From  1900  to  1910  the  capital  value  of  agriculture  increased  from 
$20,439,901,164  to  $40,991,449,090;  the  capital  value  of  manufac- 
tures from  $8,975,256,000  to  $18,428,270,000;  the  cost  of  road  and 
equipment  of  the  railways  from  $10,263,313,400  to  $14,387,816,099. 

The  gross  value  of  the  products  of  manufacture  increased  from 
$11,406,927,000  in  1900  to  $20,672,052,000  in  1910.  The  total  oper- 
ating revenues  of  the  railways  increased  from  $1,487,044,814  to 
$2,750,667,435.  Thus  the  increase  of  81.2  per  cent  in  the  gross 
value  of  manufactured  products  was  accompanied  by  an  increase 
of  105.3  P^r  cent  in  manufacturing  capital;  while  the  increase  of 
85  per  cent  in  the  total  operating  revenues  of  the  railways  was  ac- 
companied by  an  increase  of  only  40.2  per  cent  in  their  cost  of  road 
and  equipment. 

The  report  of  the  Bureau  of  the  Census  for  1900  indicated  that 
the  gross  capitalization  of  the  industrial  combinations  then  in  exist- 
ence was  more  than  twice  as  great  as  their  capital  value.  The  gross 
capitalization  of  the  railways  was  about  12  per  cent  greater  than 
the  cost  of  road  and  equipment,  in  1900  and  28  per  cent  greater  in 
1910.  The  net  capitalization  of  the  railways,  which  is  the  amount 
for  which  they  are  responsible  to  the  public,  almost  exactly  coin- 
cided in  1910  with  the  cost  of  road  and  equipment. 

Because  of  the  peculiar  nature  of  the  industry,  it  is  impracticable 
to  arrive  at  a  satisfactory  and  comparable  estimate  of  the  net  return 
on  the  capital  in  agriculture.     The  greater  similarity  of  the  ma^u- 

(5) 


6 

facturing  and  railway  industries  permits  estimates  of  the  return  on 
capital  that  in  a  broad  and  general  way  are  comparable.  Approxi- 
mately, the  percentage  of  net  return  on  the  capital  value  of  manu- 
factures in  igoo  was  17. 119  per  cent  and  that  on  the  cost  of  road 
and  equipment  of  the  railways  4.650  per  cent.  In  1910,  when  the 
capital  value  of  manufactures  had  increased  105.3  P^r  cent,  the  per- 
centage of  net  return  was  12.041  per  cent,  while  on  the  cost  of  road 
and  equipment  of  the  railways,  which  had  increased  40.2  per  cent, 
the  percentage  of  net  return  was  5.729  per  cent.  That  is,  in  1900 
the  percentage  of  net  return  on  capital  in  manufactures  was  nearly 
four  times  as  great  as  that  on  the  cost  of  road  and  equipment  of  the 
railways;  in  1910  it  was  over  twice  as  great.  In  both  cases  the 
interest  on  capital  is  included  in  net  return. 

While  these  comparisons  are  subject  to  qualification,  it  is  not  be- 
lieved that,  were  absolutely  accurate  and  comparable  data  available, 
there  would  be  any  substantial  change  in  the  general  conclusions. 


COMPARISON  OF  CAPITAL  VALUES- 
AGRICULTURE,  MANUFACTURES,   AND  THE   RAILWAYS. 


Introduction. 


Agriculture,  which  includes  the  production  of  the  food  supply  and 
in  a  measure  that  of  the  raw  material  of  manufacture;  manufactur- 
ing, which  is  the  transformation  of  raw  material  into  a  partly  finished 
state,  or  into  the  finished  product  itself ;  and  transportation,  which 
is  the  conveyance  of  materials  and  products,  of  passengers  and  the 
mails,  are  the  principal  industries  of  the  United  States,  and  in  this 
country  the  most  important  factor  in  transportation  is  the  railway 
system. 

It  is  of  the  first  importance  to  know  what  are  the  amounts  of  capital 
invested  respectively  in  agriculture,  manufactures,  and  railways,  and 
the  amount  and  rate  of  return  upon  such  capital.  The  impossibility. 
however,  of  ascertaining  with  absolute  exactness  the  amount  of  the 
investments  that  have  been  made  in  these  widespread  and  ramifying 
industries  becomes  apparent  at  the  beginning  of  the  inquiry,  as  does 
also  the  inability  to  make  a  precise  distinction  between  the  amount  of 
investment  and  present  capital  value.  This  is  especially  true  of  a  new 
and  growing  country  like  the  United  States,  where  values  often  have 
literally  sprung  from  the  ground  almost  without  the  investment  of 
capital,  and  where  natural  increment  has  accounted  in  large  part  for 
the  current  value  of  land.  Even  so.  the  study  of  capital  investment 
and  return,  carried  out  with  care  and  a  full  appreciation  of  the  diffi- 
culties involved,  leads  to  significant  results. 

First  of  all  must  be  considered  certain  essential  differences  in  the 
character  of  the  capital  of  these  respective  industries. 

Although  buildings,  improvements  such  as  fences,  drains,  etc.,  and 
appliances,  such  as  implements  and  machinery,  are  indispensable  for 
farm  cultivation,  the  productivity  of  farm  land  in  the  United  States 
depends  in  greater  measure  upon  the  fertility  of  the  soil  than  upon  the 
utilization  of  invested  capital.  As  a  growing  population  demands 
more  and  more  of  farm  products,  the  value  of  farm  land  rises  as  the 
population  increases,  especially  if  it  lies  contiguous  to  populous  centres. 
Although  the  use  of  continually  improving  methods  of  cultivation  in- 

[7) 


creases  the  production  of  a  given  area  and  gives  it  a  greater  earning 
capacity,  the  decHning  yield  after  years  of  tillage  makes  necessary  the 
increasing  use  of  fertilizer,  and  thus  tends  to  offset  the  larger  earn- 
ings. Clearly,  the  land  itself  is  the  largest  factor  in  the  value  of  a 
farm,  and  the  owner  does  not  bring  about  that  increase  in  value  due  to 
the  growth  of  population,  which  is  commonly  designated  as  the  "un- 
earned increment." 

Investment  in  a  manufacturing  plant  includes  the  price  paid  for  the 
land  which  forms  the  site,  but  the  principal  investment  in  the  case  of 
a  plant  of  any  magnitude  is  in  the  buildings  and  appliances  in  which 
and  by  means  of  which  the  processes  of  manufacture  are  carried  on. 
In  no  small  measure  the  return  upon  capital  in  manufacture  depends 
upon  efficient  and  economical  methods,  and  upon  skill  in  the  designing 
and  marketing  of  products  for  which  there  is  demand.  The  value  of 
the  land  may  increase  as  other  land  in  the  vicinity  becomes  more  val- 
uable, and  to  this  extent  the  value  of  a  manufacturing  plant  may  be 
enhanced  by  unearned  increment.  The  buildings  and  appliances,  how- 
ever, tend  to  deteriorate  as  they  are  used,  involving  more  rapid  depre- 
ciation than  is  suft'ered  by  farm  land  because  of  tillage. 

With  a  railway,  as  with  a  manufacturing  plant,  the  land  is  an  indis- 
pensable factor,  and  its  value  also  enhances  by  unearned  increment 
unless  it  be  considered  that  it  is  largely  because  of  transportation  serv- 
ice that  the  value  of  adjoining  land  is  enhanced,  and  that  therefore 
in  a  measure  the  rising  value  of  railway  real  estate  is  a  reflex  of  the 
service  performed  by  the  railways.  With  a  railway,  as  with  a  manu- 
facturing enterprise,  the  principal  investment  is  in  the  plant ;  in  the 
case  of  the  railway  it  is  in  the  roadbed,  cars  and  locomotives,  buildings, 
and  appliances.  With  a  railway,  as  with  a  manufacturing  plant,  the 
return  upon  capital  depends  in  no  small  measure  upon  efficient  and 
economical  methods  of  operation,  and  also  upon  the  vigor  with  which 
traffic  is  secured  and  developed ;  and  there  is  rapid  depreciation. 

Therefore  there  is  a  greater  similarity  between  the  railway  and 
manufacturing  industries  than  between  either  of  these  and  the  agri- 
cultural industry.  A  respect  in  which  the  agricultural  distinctly  differs 
from  the  manufacturing  or  railway  industry  is  in  the  comparatively 
slight  extent  to  which  establishment  as  a  "going  concern"  aft'ects  the 
capital  value  of  the  farm  as  contrasted  with  the  considerable  value 
which  establishment  as  a  going  concern  attaches  to  a  manufacturing 
plant  or  a  railway.     A  farm  may  change  the  character  of  its  product 


or  even  lie  fallow  for  a  year  or  more  without  great  deterioration  in  its 
capital  value.  This  applies  in  far  less  degree  to  a  manufacturing 
establishment,  and  it  does  not  apply  at  all  to  a  railway,  which  is  obliged 
to  continue  in  transportation  service  without  cessation.  The  continu- 
ing organization  necessary  to  such  permanence  as  a  going  concern  is 
alone  a  considerable  factor  in  its  value. 

Certain  localities,  and  even  particular  farms,  may  gain  a  distinctive 
reputation  for  the  production  of  certain  grades  of  fruits,  of  vegeta- 
bles, of  live  stock,  or  even  of  grains  which  command  preferential 
prices,  but  in  the  main  the  bulk  of  the  products  of  agriculture  are 
marketed  without  regard  to  the  immediate  locality  or  the  particular 
farm  whence  they  came.  In  the  case  of  most  manufacturing  estab- 
lishments the  distinctive  reputation  for  a  particular  kind  and  grade  of 
production  is  an  asset  of  great  value. 

So  also  with  a  railway  company.  AMiile  a  considerable  share  of 
the  traffic  of  every  railway  is  non-competitive,  there  arc  but  few  of 
the  railway  systems  of  the  United  States  which  arc  not  dependent 
upon  competitive  traffic.  In  securing  such  traffic,  and  especially  com- 
l)etitive  passenger  traffic,  the  reputation  of  a  railway  for  efficient 
transportation  is  an  asset  of  the  highest  value,  and  this  reputation  can 
only  be  gained  through  the  development  of  an  organization  that  must 
increase  in  efficiency. 

\'alue  as  a  "going  concern"'  is  therefore  no  doubt  of  some  impor- 
tance in  the  agricultural  industry,  but  it  is  a  prime  factor  in  the  aggre- 
gate value  of  a  manufacturing  establishment  or  of  a  railway.  The 
amounts  representing  capital  value  used  in  this  study,  however,  are  the 
book  values  of  the  actual  investment  only,  and  contain  no  allowance 
for  the  value  of  patents,  trade-marks,  good  will,  or  establishment  as  a 
going  concern. 

This  study  of  capital  values  in  the  agricultural,  manufacturing,  and 
railway  industries  has  been  j^-epared  with  a  keen  appreciation  of  the 
differences  in  the  nature  of  the  capital  in  those  industries,  as  well  as 
of  other  difficulties,  alread\-  discussed,  that  are  inherent  in  the  com- 
parison of  capital  values. 

For  the  reasons  that  are  set  forth  in  the  appendix  this  studv  has 
been  limited  in  the  case  of  the  railways  and  of  agriculture  to  the 
twenty-year  period  extending  from  1890  to  1910.  and  in  the  case  of 
nianufactures  to  the  ten-year  period  from  1000  to  1910. 


10 


National  Wealth  of  the  United  States. 

Because  of  its  significance  in  relation  to  this  study  there  is  here  pre- 
sented a  comparative  statement  of  the  national  wealth  of  the  United 
States  in  1890,  1900,  and  1904  as  estimated  by  the  Bureau  of  the  Cen- 
sus. The  Census  Bureau  does  not  purpose  to  extend  this  investigation 
in  the  near  future  to  include  a  period  later  than  1904. 

Estimate  of. Wealth:  United  States  a 


Subject 


Real  property  and  improve- 
ments— taxed , 

Real  property  and  improve- 
ments— exempt . . . , 

Farm  implements  and  ma- 
chinery  

Live  stock 

Manufacturing  machinery, 
tools  and  implements. .  . . 

Gold  and  silver  coin  and 
bullion 

Railroads  and  their  equip- 
ment  

Street  railway's 

Telegraphs 

Telephones 

Shipping  and  canals 

Pullman  and  private  cars  .  . 

All  other 


1890. 


$35,711,209,108 
3,833,335,225 

494,247,467 
2,308,767,573* 

3,058,593,441'- 

1,158,774,948 

8,296,050,034 
389,357,289 

[       701,755,712 


Total 


9,185,000,400 


165,137, 091,  I97'^| 


1900. 


146,324,839,234 

6,212,788,930 

749,775,970 
3,306,473,278 

2,541,046,639 
1,677,379,825 

9,035,732,000 
1,576,197,  160 

!2 I I , 650 , 000 
400,324,000 
537,849,478 
98 , 836 , 600 
15,844,413,661 


188,517,306,775 


1904. 


155,510,228,057 
6,831,244,570 

844,989,863 
4,073,791,736 

3,297,754,180 

1,998,603,303 

11,244,752,000 
2,219, 966 , 000 
227,400,000 
585,840,000 
846,489,804 
I 23 , 000 , 000 

19,300,132,897 


1107,104,192,410 


a  Special  Report  of  the  Census  Bureau  on  Wealth,  Debt,  and  Taxation,  1907,  pp.  27-29. 

6  This  does  not  include  the  value  of  live  stock  in  cities  towns,  and  villages.  The  value  of 
such  live  stock  is  included  in  the  value  of  live  stock  for  1900  and  1904,  amounting  to  about  one- 
tenth  of  the  total  value. 

c Including  product  on  hand,  raw  and  manufactured.  These  items  are  partially  covered 
under  tlie  heading  "  all  other  "  in  1900  and  1904. 

rf  This  total  exceeds  the  total  given  on  page  29  of  the  Census  report  by  $100,000,000.  The  dis- 
crepancy is  due  to  an  error  of  addition  in  the  original  table  prepared  by  the  Census  Bureau  in  1890. 

Inasmuch  as  the  classification  of  items  followed  by  the  Census 
Bureau  in  preparing  these  estimates  of  national  wealth  varied  some- 
what for  the  respective  years,  the  rates  of  increase  are  not  strictly 
comparable  throughout.  They  suffice,  however,  for  the  purpose  of  a 
broad  and  general  comparison. 


.  11 

Therefore  it  may  be  noted  that  the  augmentation  in  the  total  esti- 
mated wealth  of  the  United  States  between  1890  and  1904  was 
$41,967,101,213.  This  was  an  increase  of  64.4  per  cent,  or  nearly  two- 
thirds,  while  the  increase  in  the  value  of  railroads  and  their  equipment 
for  the  same  period  was  $2,948,701,966,  or  35.5  per  cent.  The  rate  of 
increase  in  the  value  of  taxed  real  property  and  improvements  from 
1890  to  1904  was  55.4  per  cent ;  in  the  value  of  untaxed  real  property 
and  improvements,  78.2  per  cent;  in  the  value  of  farm  implements 
and  machinery,  71.0  per  cent,  and  in  the  value  of  street  railways,  in- 
cluding interurban  railways  operated  by  electricity,  470.2  per  cent.  It 
will  be  noted  that  the  value  of  the  railroads,  as  shown  by  these  reports 
of  the  Census,  increased  from  1890  to  1904  but  little  more  than  half 
as  fast  as  the  value  of  all  property,  and  that  the  rate  of  increase  in  the 
value  of  every  other  form  of  property  for  which  comparable  values, 
are  available  was  considerably  greater  than  in  that  of  the  railways. 


12 


Capital  Values  of  the  Agricultural,   Manufacturing,   and 

Railway  Industries. 

That  the  term  '•capitar'  as  used  in  the  reports  of  the  Bureau  of  the 
Census  on  manufactures  refers  to  the  estimated  or  book  value  of  the 
property  employed  in  the  business  is  made  clear  by  the  explanation 
of  the  term  in  the  instructions  to  the  Census  enumerators.  In  1910, 
for  example,  the  instructions  read  as  follows :  "Capital  invested.  The 
purpose  of  this  inquiry  is  to  determine  the  value  of  property  employed 
by  the  establishment  for  the  purposes  of  its  productive  operation,  but 
not  including  rented  property.  Patent  rights  and  good  will  must  not 
be  considered  as  a  part  of  the  capital." 

In  its  reports  upon  agriculture  the  Census  Bureau  uses  the  term 
"value  of  farm  property"  throughout,  in  preference  to  "capital"  or 
"capital  value."  The  value  of  farm  property  is  the  value  placed  upon 
it  by  the  owner  thereof,  modified  or  adjusted  in  accordance  with  preva- 
lent standard  values. 

The  Interstate  Commerce  Commission  has  not  attempted  either  to 
compute  or  to  estimate  the  value  of  American  railway  property,  but 
in  its  annual  reports  has  shown  the  gross  capitalization,  the  net  capital- 
ization, and  the  cost  of  road  and  equipment  as  reported  by.  the  rail- 
ways. By  "gross  capitalization"  is  meant  the  total  par  value  of  out- 
standing stocks  and  bonds.  "Net  capitalization"  is  gross  capitaliza- 
tion less  such  part  of  it  as  is  held  by  the  railways  themselves.  In 
other  words,  net  capitalization  is  the  total  par  value  of  stocks  and 
bonds  owned  and  held  by  the  general  public :  that  is,  the  amount  of 
railway  capitalization  for  which  the  railways  are  responsible  to  the 
public.  Net  capitalization  stands  therefore  as  a  far  better  criterion  of 
railway  values  than  gross  capitalization.  The  "cost  of  road  and  equip- 
ment" of  the  railways  is  the  book  value  of  road  and  equipment.  No 
one  of  these  three  aggregates  has  exactly  the  same  basis  as  the  capital 
value  reported  for  manufactures  or  the  value  of  farm  property  re- 
ported for  agriculture. 

As  is  pointed  out  in  the  following  extracts  from  the  statistical  re- 
ports of  the  Interstate  Commerce  Commission,"  the  amount  of  "cost 
of  road  and  equipment"  of  the  railways  is  not  a  wholly  satisfactory 
criterion  of  the  value  of  railway  property : 

a  Statistics  of  Railways  in  the  United  States.  1888.  pp.  5-6;  1890,  pp.  97-98. 


13 

''Is  it  .  .  .  possible  to  discover  'the  cost  and  value  of  the  carrier's  prop- 
erty, franchises,  and  equipment?'  The  papers  giving  evidence  respecting  these 
facts  niav  have  been  destroyed,  or  in  the  fierce  struggle  of  rival  managements  for 
control  of  territory  by  means  of  the  absorption  of  lines  already  built  the  records 
of  the  original  companies  may  have  been  lost,  the  consolidated  companies  carmg 
nothing  for  records  except  such  as  proved  their  right  to  the  property  absorbed. 
But  of  greater  significance  is  the  fact  that  in  many  instances  the  books  of  rail- 
way corporations  do  not  go  beyond  settlement  with  the  construction  companies. 
,  ."  .  Moreover,  since  the  inception  of  the  railway  system  in  the  United  States, 
the  changes  in  mechanical  appliances  and  the  constant  fluctuation  in  the  prices 
of  railway  supplies  are  so  great  that  the  cost  of  railway  property,  even  thoiigh 
it  could  be  taken  from  the  books  of  a  company,  would  be  useless  as  showmg 
the  present  value  of  the  property." 

Notwithstanding  these  quahfications,  the  amount  of  "cost  of  road 
and  equipment"'  of  the  railways  shown  in  the  reports  of  the  Inter- 
state Commerce  Commission  for  1890,  1900,  and  1904  is  so  close  to  the 
value  of  railroads  and  their  equipment  as  reported  by  the  Bureau 
of  the  Census  for  the  same  years  that  it  may  be  used  as  roughly 
approximating  the  tangible  value  of  American  railway  property,  and 
therefore  may  be  taken  as  the  aggregate  more  nearly  analogous  to 
the  capital  value  of  manufactures  and  the  value  of  farm  property  as 
reported  by  the  Bureau  of  the  Census  than  the  aggregates  either  of 
gross  or  of  net  capitalization. 

The  close  correspondence  of  the  value  of  the  railways  as  reported 
by  the  Census  Bureau  for  the  years  1890,  1900,  and  1904  and  as 
shown  by  the  aggregate  of  their  reports  of  "cost  of  road  and  equip- 
ment'' to  the  Interstate  Commerce  Commission  for  the  same  years  is 
made  clear  in  the  following  table.  It  will  be  perceived  that  the  valua- 
tion for  1904  is  indicated  at  an  almost  identical  amount  by  the  re- 
spective authorities." 

Kstimateof  Reiwrts  of  the  railways: 

Vear.  <--^c.^«„t.J„  to  '^e  Interstate 

Census  Bureau.       commerce  Commission. 

1890 $8,296,050,000    57,755,387,000 

1900 9,035,732,000     10,263,313,000 

1904 11,244,852,000     11,511,537,000 


"  It  may  be  pointed  out  in  this  connection  that  the  estimate  made  by  the  Census 
Bureau  of  railway  valuation  in  1904  was  prepared  under  the  supervision  of  joint 
officials  of  the  Census  Bureau  and  the  Interstate  Commerce  Commission.  This 
fact  does  not  explain  the  close  relationship  between  the  cost  of  road  and  equip- 
ment of  railways  as  returned  to  the  Commission  in  1904  and  the  valuation  of  rail- 
way property  as  computed  by  the  Census  Bureau  for  the  same  year.  The  former 
represents  the  value  of  railway  property  on  the  books  of  the  railways  them- 
selves ;  the  latter  is  a  wholly  original  computation  of  the  commercial  valuation 
of  railway  operating  property,  arrived  at  by  capitalizing  the  average  net  earnings 
of  individual  railways  and  railway  systems.  The  complete  difference  of  method 
utilized  in  reaching  the  respective  aggregates  for  1904  makes  their  close  corre- 
spondence both  striking  and  significant. 


14 

The  capital  values  of  the  agricultural,  manufacturing,  and  railway 
industries  in  1890,  1900,  1905,  and  1910,  except  as  noted,  are  given  in 
the  next  table."  It  must  be  borne  in  mind  that  the  significance  of  these 
amounts  is  limited  by  the  qualifications  that  have  been  specified.  As 
explained  in  the  appendix,  it  is  not  possible  to  show  manufacturing  cap- 
ital for  1890  on  a  comparable  basis  with  that  of  1900,  1905,  and  1910; 
returns  for  that  year  in  the  case  of  manufactures  are  therefore  omitted. 
The  reports  of  the  Bureau  of  the  Census  are  the  source  of  the  amounts 
for  agriculture  and  manufactures ;  the  reports  of  the  Interstate  Com- 
merce Commission  for  the  items  in  regard  to  the  railways.  For  the 
railways  there  are  given  cost  of  road  and  equipment,  gross  capitaliza- 
tion, and  net  capitalization.  It  will  be  perceived  that  in  each  case  the 
cost  of  road  and  equipment  exceeds  the  net  capitalization,  which  is  the 
amount  of  capitalization  for  which  the  railways  are  responsible  to  the 
public.  The  two  amounts  for  1910  are  almost  identical.  Because  of 
its  correlative  interest,  the  population  of  continental  United  States  in 
each  of  the  census  years  1890,  1900.  and  1910  is  shown  in  the  table. 
A  census  was  not  taken  of  either  agriculture  or  the  population  in  1905. 

Capital  Value  of  Agriculture,  Manufactures  and  Railways  of  the 

United  States. 

i8go.  1900,  1905.  1910. 

Agriculture....  116,082,267,689    120,439,901,164       140,991,449,090 

Manufactures ..  8,975,256,000     $12,675,581,000       18,428,270,000 

Railways  : 
Cost  of    road 
and   equip- 
ment      7,755,387,381       10,263,313,400       11,951,348,949       14,387,816,099 

Gross  capitali- 
zation......    9,437,343,420       11,491,034,960       13,805,258,121       18,417,132,238 

Net  capitaliza- 
tion 6 7,126,673,041         8,803,156,067        9.940,853,945       14,375,529,748 

Population 62,947,714  75,994,575  91,972,266 

The  relative  importance  of  the  three  industries  is  indicated  by  this 
table.  In  1910,  for  example,  using  round  numbers,  the  aggregate  value 
of  American    farm   property,   including  real   estate,    implements   and 


<»In  the  tables  of  this  study  giving  capital  values  the  statistics  presented  for 
agriculture  in  1890  and  1900  relate  to  June  i,  and  in  1910  to  April  15.  The 
statistics  for  manufactures  in  each  case  refer  as  nearly  as  possible  to  January 
T,  and  the  statistics  for  the  railways  to  June  30. 

^  Up  to  1906  the  amounts  representing  net  capitalization  published  by  the  Inter- 
state Commerce  Commission  were  incomplete  to  the  extent  that  they  did  not 
include  income  bonds,  equipment  trust  obligations,  and  miscellaneous  obliga- 
tions in  the  hands  of  the  public. 


15 

machinery,  and  live  stock,  was  reported  at  $41,000,000,000;  the  amount 
of  capital  invested  in  manufactures  was  reported  as  $18,500,000,000; 
while  the  total  cost  of  road  and  equipment  of  the  railways  was  re- 
ported as  $14,400,000,000. 

'^he  rates  of  increase  in  the  capital  values  thus  reported,  and  of  the 
population,  are  shown  in  the  following  table : 

Percentage  of  Increase  in  Capital  Value. 

1900  over        1905  over        igioover        1910  over 
1890.  1900.  1905.  1900. 

Agriculture 27.1  ....  ....  100.5 

Manufactures 41.2  45.4  105.3 

Railways  : 

Cost  of  road  and  equipment 32.3  16.4  20.4  40.2 

Gross  capitalization 21.8  20.1  33-4  60.3 

Net  capitalization 23.5  12.9  44.6  63.3 

Population 20.7  ....  ....  21 .0 

For  the  ten-year  period,  1900  to  1910,  the  rate  of  increase  in  the 
capital  value  of  agricultural  property  was  100.5  per  cent,  the  rate  of 
increase  of  capital  invested  in  manufactures  105.3  per  cent,  and  the  rate 
of  increase  in  the  cost  of  road  and  equipment  of  the  railways  40.2  per 
cent.  Gross  capitalization  of  the  railways  increased  60.3  per  cent, 
and  the  net  capitalization  63.3  per  cent.  The  greater  percentage  of 
increase  in  capitalization  than  in  cost  of  road  and  equipment  was 
largely  due  to  the  fact  that  railways  to  a  large  extent  have  not  written 
up  on  their  books  the  values  of  their  real  properties  as  they  increased, 
and  that  they  have  invested  large  amounts  in  their  properties  which 
they  did  not  charge  to  property  account.  For  the  preceding  decade, 
1890  to  1900,  the  capital  value  of  agriculture  increased  at  the  rate  of 
27.1  per  cent,  and  the  cost  of  road  and  equipment  of  the  railways  at 
the  rate  of  32.3  per  cent.  That  is,  during  the  earlier  decade  agricul- 
tural value  increased  in  a  somewhat  lower  ratio  than  railway  invest- 
ment, while  during  the  second  decade  the  rate  of  increase  was  two  and 
a  half  times  as  high  for  agriculture  and  over  two  and  a  half  times  as 
high  for  manufactures  as  for  railways.  The  increases  in  the  capital 
values  of  agriculture  and  of  manufactures  in  this  second  decade  were 
each  more  than  50  per  cent  greater  than  even  the  increase  in  the  capi- 
talization of  the  railways. 

As  an  indication  of  the  extent  to  which  the  capitalization  of  indus- 
tries, i.  e.,  their  outstanding  stock  and  bond  issues,  exceeds  their  capital 
value  as  reported  to  the  Census  Bureau  and  embodied  in  this  study 
the  following  comparison  has  been  made  by  that  Bureau  of  the  two 


16 

items  for  all  the  industrial  combinations  existent  in  the  United  States 
in  1900: " 

Total  capitalization  authorized  and  outstanding $3,093,096,000 

Total  capital,  as  reported  to  the  Census  Bureau 1,461,632,000 

Thus  the  capitalization  of  these  combinations  was  more  than  twice 
as  great  in  amount  as  the  capital  value,  represented  by  land,  buildings, 
machinery,  tools,  and  implements,  cash,  bills  receivable,  etc.  The  gross 
capitalization  of  the  railways  was  about  12  per  cent  greater  than  the 
cost  of  road  and  equipment  in  1900,  and  28  per  cent  greater  in  1910. 


"'  See  the   report  of  the   Census   Bureau  on  manufactures,    1900,    Part    I,   pp. 
LXXVIII-LXXIX. 


17 


Agricultural  Capital  by  Geographical  Divisions  and  States. 

The  value  of  agricultural  property  in  the  larger  geographical  di- 
visions of  the  United  States  and  in  the  several  States  for  1890,  1900, 
and  19 10,  and  the  increase  in  value  during  these  two  decades,  are 
given  in  the  following  Table  No.  i.  The  amounts  shown  cover  the 
value  of  farm  land  and  buildings,  but  do  not  include  farm  implements 
and  machinery  and  live  stock.  In  other  words,  the  table  applies  to 
real  estate  as  distinguished  from  personal  property. 

This  Table  No.  i  covers  only  land  and  buildings,  the  value  of  which 
is  governed  in  large  measure,  as  has  been  pointed  out,  by  the  general 
development  of  the  community.  For  comparison  with  the  increase  in 
values  of  manufacturing  and  railway  properties,  the  following  Table 
No.  2  is  presented,  covering  all  farm  property,  including  land  and  build- 
ings, implements  and  machinery,  and  live  stock. 

Manufacturing  Capital  by  Gkographical  Divisions  and  States. 

The  amount  of  capital  invested  in  manufactures  in  the  larger  geo- 
graphical divisions  and  in  the  several  States  is  shown  in  the  following 
Table  No.  3  for  the  years  1900,  1905,  and  1910,  together  with  the  rate 
of  increase  for  each  five-year  period  and  for  the  decade  as  a  whole. 


Table  No.  1.  Value  of  Farm  Land  and  Buildings 

(Reports  of  the  Twelfth  Census,  1900,  Vol.  v,  pp.  696-7,  Bulletin  of 


Division  or  State. 


The  United  States 

North  Atlantic  division 
South  Atlantic  division, 
North  Central  division. 
South  Central  division. 
Western  division 

Alabama 

Arizona 

Arkansas 

California 

Colorado 

Connecticut 

Delaware 

District  of  Columbia 

Florida 

Georgia 

Idaho 

Illinois 

Indiana 

Iowa 

Kansas 

Kentucky 

Louisiana 

Maine 

Maryland 

Massachusetts 

Michigan 

Minnesota 

Mississippi 

Missouri , 

Montana , 

Nebraska 

Nevada 

New  Hampshire 

New  Jersey 

New  Mexico 

New  York 

North  Carolina 

North  Dakota 

Ohio 

Oklahoma  « 

Oregon 

Pennsylvania 

Rhode  Island 

South  Carolina 

South  Dakota 

Tennessee 

Texas 

Utah 

Vermont 

Virginia 

Washington 

West  Virginia 

Wisconsin 

Wyoming 


Amount. 


$13,279,252,649 

2,539,200,537 
I,i35>3i9,670 
7,069,767,154 
1,440,022,598 
1,094,942,690 

$111,051,390 

7,222,230 

118,574,422 

697,116,630 

85,035,180 

95,000,595 

39,586,080 

6,471,120 

72,745,180 

152,006,230 

17,431,580 

1,262,870,587 

754,789,110 

857,581,022 

559,726,046 

346,339.360 

85,381,270 

98,567,730 

175,058,550 

127,538,284 

556,190,670 

340,059,470 

127,423,157 

625,858,361 

25,512,340 

402,358,913 

12,339,410 

66,162,600 

159,262,840 

8,140,800 

968,127,286 

183,977,010 

75,310,305 

1,050,031,828 

8,581,170 

115,819,200 

922,240,233 

21,873,479 

99,104,600 

107,466,33s 

242,700,540 

399,971,289 

28,402,780 

80,427,490 

254,490,600 

83,461,660 

151,880,300 

477,524,507 
14,460,880 


1900. 


Amount. 


$16,614,647,491 
2,477,265,688 
1,206,349,618 
9,563,880,438 
2,072,671,891 
1,294,479,856 

$134,618,183 

13,682,960 

135,182,170 

707,912,960 

106,344,035 

97,425,068 

34,436,040 

11.273,990 

40.799,838 

183,370,120 

42,318,183 

1,765,581,550 

841,735,340 

1,497,554,790 

643,652,770 

382,004,890 

141,130,610 

96,502,150 

175,178,310 

158,019,290 

582,517,710 

669,522,315 

152,007,000 

843,979,213 

62,026,090 

577,660,020 

15,615,710 

70,124,360 

i62,=;9i,oio 
20,888,814 
888,134,180 
194,655,920 
198,780,700 
1,036,615,180 
170,804,675 

132,337,514 
898,272,750 

23,125,260 
126,761,530 
220,133,190 
265,150,750 
691,773.613 

50,778.350 

83,071,620 
271,578,200 
115,609,710 
168,295,670 
686,147,660 

26,965.530 


"  Includes  returns  for  Indian  Territory  in  1890  and  1900. 


BY  States  :  1890,  1900,  and  1910. 

the  Thirteenth  Census  on  Agriculture — United  States,  1910,  pp.  12-13.) 


1900. 

1910. 

Increase  over 

1890. 

A  trtnii tif 

Increase  over  igcx). 



Amount. 

Per  cent. 

/\  IllUUllL. 

1 

Amount. 

1 

Percent. 

$3,335,394,842 

25-1 

$34,801,125,697 

$18,186478,206 

109-5 

</  61,934,849 

d2.4 

3,161,493,911 

684,228,223 

27.6 

71,029,948 

6.3 

2,486,436,474 

1,280,086,856 

106. 1 

2,494,113,284 

35-3 

20,488,657,464 

10,924,777,026 

114. 2 

632,649,293 

43-9 

4,866,994,721 

2,794,322,830 

134-8 

199,537,166 

18.2 

3,797,543,127 

2,503,063,271 

193-4 

$23,566,793 

21.2 

$288,253,591 

$153,635,408 

114-I 

6,460,730 

89.5 

47,285,310 

33,602,350 

245.6 

16,607,748 

14.0 

309,166,813 

173,984,643 

128.7 

10,796,330 

1-5 

1,450,601,488 

742,688,528 

104.9 

21,308,855 

25-1 

408,518,861 

302,174,826 

284.1 

2,424,473 

2.6 

138,319,221 

40,894,153 

42.0 

<i  5,150,040 

d  13.0 

53,155,983 

18,719,943 

54-4 

4,802,870 

74.2 

8,231,343 

d  3,042,647 

d  27.0 

'^  31.945342 

'^43-9 

1 18,145,989 

77.346,151 

189.6 

31,363.890 

20.6 

479,204,332 

295,834,212 

161. 3 

24,886,603 

142.8 

245,065,825 

202,747,642 

479-1 

502,710,963 

39-8 

3,522,792,570 

1,757,211,020 

99-5 

86,946,230 

II-5 

1,594,275,596 

752,540,256 

89-4 

639,973,768 

74-6 

3,257.379,400 

1,759,824,610 

I17-5 

83,926,724 

15-0 

1,737,556,172 

1,093,903,402 

170.0 

35,665,530 

10.3 

635,459.372 

253,454,482 

66.3 

55,749.340 

65-3 

237,544,450 

96,413,840 

68.3 

d  2,065,580 

d2.i 

159,619,626 

63,117,476 

65-4 

1 19,760 

O.I 

241,737,123 

66,558,813 

38.0 

30,481,006 

23.9 

194,168,765 

36,149,475 

22.9 

26,327,040 

4-7 

901,138,299 

318,620,589 

.54-7 

329,462,845 

96.9 

1,262,441,426 

592,919,111 

88.6 

24,583.843 

19-3 

334,162,289 

182,155,289 

119. 8 

218,120,852 

34-9 

1,716,204,386 

872,225.173 

103-3 

36.513.750 

143  I 

251,625,930 

189,599,840 

305.7 

175,301,107 

43-6 

1,813,346,935 

1,235,686,915 

213.9 

3,276,300 

26.6 

39,609,339 

23,993.629 

153.7 

3,961.760 

6.0 

85,916,061 

15,791,701 

22.5 

3,328,170 

2.1 

217,134,519 

54,543,509 

33-5 

12,748,014 

156.6 

111,830,999 

90,942,185 

435-4 

'^  79,993^06 

<^8.3 

i,i&4,745,829 

296,611,649 

33-4 

10,678,910 

5-8 

456,624,607 

261.968,687 

134-6 

123,470.395 

163.9 

822,656,744 

623,876,044 

313-9 

d  13,416,648 

<^l.3 

1,654,152,406 

617,537,226 

59-6 

162,223.505 

1890.5 

738,677,224 

567,872,549 

332.5 

16,5x8,314 

14-3 

455,576,309 

323,238,795 

244 -3 

d  23,967483 

d2.6 

1,041,068.755 

142,796,005 

15-9 

1,251,781 

5-7 

27,932,860 

4,807,600 

20.8 

27,656.910 

27.9 

332.888,081 

206,126,551 

162.6 

112,666,855 

104.8 

1,005,080,807 

784,947,617 

3.56.6 

22.450.210 

9-3 

480.522,587 

215,371,837 

81.2 

291,802,324 

73.0 

1,843,208,395 

1,151,434,782 

166.4 

22,375.570 

78.8 

117,545,332 

66.766.982 

131. 5 

2,604.130 

3.3 

112.588.275 

29,516,655 

35-5 

17,087.600 

6.7 

532,058,062 

260,479,862 

95-9 

32,148.050 

38.5 

571,968.457 

456,358.747 

394-7 

16.415.370 

10.8 

264,390.954 

96,095,284 

57-1 

208,623.153 

43-7 

1,201,632,723 

515,485,063 

75- T 

12,504,650 

86.5 

97,915.277 

70,949,747 

263.1 

d  Decrease. 


(19) 


Table  No.  2.  Value  of  Farm  Property  (Including  Land, 

(Reports  of  the  Twelfth  Census,  1900,  Vol.  v,  pp.  694-5,  Bulletin  of 


Division  or  State. 


1890. 


Amount. 


The  United  States $16,082,267,689 

North  Atlantic  division '  2,969,971,293 

South  Atlantic  division I  1,333.395489 

North  Central  division ,  8,517,696,731 

South  Central  division 1,890,521,698 

Western  division , :  1,370,682,478 


Alabama 

Arizona 

Arkansas 

California 

Colorado 

Connecticut 

Delaware 

District  of  Columbia. 

Florida 

Georgia 

Idaho 

Illinois 

Indiana 

Iowa 

Kansas 

Kentucky 

Louisiana 

Maine 

Maryland 

Massachusetts 

Michigan 

Minnesota 

Mississippi 

Missouri 

Montana 

Nebraska 

Nevada , 

New  Hampshire 

New  Jersey 

New  Mexico 

New  York 

North  Carolina 

North  Dakota 

Ohio 

Oklahoma  (<») 

Oregon 

Pennsylvania 

Rhode  Island 

South  Carolina 

South  Dakota 

Tennessee 

Texas 

Utah 

Vermont 

Virginia 

Washington 

West  Virginia 

Wisconsin 

Wyoming 


$146,339,765 

20,646,263 
155,019,702 
777,381,767 
117,439,558 
108,050,708 

45,620,460 
6,680,000 

81,046,200 
189,249,198 

25.857,530 
1477.759.187 
869,322,787 
1,100,682,579 
706,664,141 
428,170,266 
110,447,005 
122,347,283 
20o,792,5>6o 
:47,677,402 
047,938,255 
414,701,626 

167.328,457 
786,390,253 

60,135,102 
511,799,810 

18,678,710 

80,207,575 
182,452,914 

33,543,141 

1,139,310.716 

216,707,500 

100,745,779 

r.  195,688,864 

18.197,749 

143,024,800 

1,062,939,846 

25,179,479 
1 19,849,272 

145.527.556 
312,891,650 
552,127,104 

39,482,206 
101,805,370 
294.488,569 
100.724,970 
178.961.330 
560,475,89^ 

33.768.431 


ic,co. 


A  mount. 


$20,439,901,164 
2,950,532,628 
1454,031,316 
11,504,919,848 
2,815,823,403 
1,714.593,969 

$179,399,882 

29,993,847 

181,416,001 

796,527,955 

161,045,101 

113,305,580 

40,697,654 

11,535,376 

53,929,064 

228,374,637 

67,271,202 

2,004,316,897 

978,616,471 

1,834,345,546 

864,100,286 

471,045.856 

198,536,906 

122,410,904 

204,645,407 

182,646,704 

690,355,734 
788,684,642 
204,221  027 
1,033,121,897 
117,859,823 
747,950,057 

28,673,835 

85,842,096 

189,533,660 

53,767,824 

1,069,723,895 

233,834,693 

255,266,751 

1,198,923,9^6 

277,525,433 

172,761,287 

1,051,629,173 

26,989,189 

153,591,159 
297,525,302 
341.202,025 
962,476,273 

75.175,141 
108,451,427 

323.515,977 
144.040,547 
203,907,349 
811,712,319 

67,477,407 


o  Includes  returns  for  Indian  Territory  in  1890  and  1900. 

(201 


Buildings,  Implements  and  Machixerv,  and  Live  Stock)  by  States. 
the  Thirteenth  Census  of  Agriculture — United  States,  1910,  pp.  12-13.) 


1900. 

1910. 

Increase  over  1890. 

A  ni  /~\  1 1  (1 1 

Increase  over  i 

soo. 

Amount. 

Per  cent. 

r\IllUll  11  L. 

Amount. 

Per  cent. 

$4,357,633,475 

27.1 

$40,991,449,090 

$20,551,547,926 

100.5 

''  19,438,663 

d.7 

3,826,829,479 

876,296,851 

29.7 

120,635,827 

9.0 

2,951,200,775 

1,497,169,457 

103.0 

2,987,223,117 

35-1 

23,654,437,577 

12,149,517,729 

105.6 

925,301,705 

48.9 

6,020,926,116 

3,205,102,713 

II3-8 

343,911,491 

25-1 

4,538,055,145 

2,823,461,176 

164.7 

$33,060,117 

22.6 

$370,138,429 

$190,738,547 

106.3 

9,347.584 

45-3 

75,123,970 

45,130,123 

150.5 

26,396,299 

17.0 

400,089,303 

218,673,302 

120.5 

19,146,188 

2.5 

1,614,694,584 

818.166,629 

102.7 

43.605.543 

37-1 

491,471,806 

330,426,705 

205.2 

5,^54.872 

4.9 

159,399,771 

46,094,191 

40.7 

d  4,g22,So6 

dio.8 

63,179,201 

22,481,547 

55-2 

4,855,37(^ 

72.7 

8,476,533 

'^  3,058,843 

d26.5 

d  27,1 17,1 3(> 

'^33-5 

143,183,183 

89,254,119 

165-5 

39,125,439 

20.7 

580,546,381 

352,171,744 

154.2 

41,413.672 

160.2 

305,317,185 

238,045,983 

353-9 

526,557,710 

35.6 

3,905,321,075 

1,901,004,178 

94-8 

109,293,684 

12.6 

1,809,135,238 

830,518,767 

84.9 

733,662,967 

66.7 

3,745,860,544 

1,911,514,998 

104.2 

157,436,145 

22.3 

2,039,389,910 

1,175,289,624 

136.0 

42,875,590 

10. 0 

773,797,880 

302,752,024 

64.3 

88,089,901 

79.8 

301,220,988 

102,684,082 

51-7 

63,621 

b 

199,271,998 

76,861,094 

62.8 

3,852,447 

1.9 

286,167,028 

81,521,621 

39-8 

34,969,302 

22-7 

226,474,025 

43,827,321 

24.0 

42,417,479 

6.5 

1,088,858,379 

398,502,645 

S7-7 

373,983,016 

90.2 

1,476,411,737 

687,727,095 

87.2 

36,892,570 

22.0 

426,314,634 

222,093,607 

108.8 

246,731,644 

31-4 

2,052,917,488 

1,019,795,591 

98.7 

57,724,721 

96.0 

347,828,770 

229,968,947 

195. 1 

236,150,247 

46.1 

•2,079,818,647 

1,331,868,590 

178. 1 

9,995,125 

53.5 

60,399,365 

31,725,530 

no. 6 

5,634,521 

7.0 

103,704,196 

17,862,100 

20.8 

7,080,746 

3-9 

254,832,665 

65,299,005 

34.5 

20,224,683 

-60.3 

159,447,990 

105,680,166 

196.6 

d  69,586,821 

d6.I 

1,451,481,49s 

381,757,600 

35-7 

I7,T27,I93 

7-9 

537,716,210 

303.881,517 

130.0 

154,520.972 

153-4 

974,814,205 

719,547,454 

281.9 

3,235,082 

.3 

1,902,694,589 

703,770,643 

58.7 

259,327,684 

1425.1 

918,198,882 

640,673,449 

230.9 

29,736,487 

20.8 

528,243.782 

355.482,495 

205.8 

d  11,310,673 

di.i 

1,253,274,862 

201,645,689 

19.2 

1,809,710 

7.2 

32,990.739 

6,001,550 

22.2 

33,741,887 

28.2 

392,128,314 

238.537,15s 

155-3 

151.997,746 

104.4 

1,166,096,980 

868,571,678 

291-9 

28,310,375 

9.0 

612.520,836 

271,318,811 

79-5 

410.349,169 

74.3 

2,218,645,164 

1,256,168,891 

130.5 

35,692,935 

90.4 

150.795,201 

75,620,060 

100.6 

6,646,057 

6.5 

145,399,728 

36,948,301 

34-1 

29,027,408 

9-9 

625,065.383 

301,549,406 

93-2 

43.315..S77 

43-0 

637.543,411 

493,502,864 

342.6 

24,946,019 

13-9 

314,738.540 

110,831,191 

54-4 

251,236,425 

44-8 

1,413,1x8,785 

601,406.466 

74.1 

33,708,976 

99.8 

167,189,081 

99,711.674 

147-8 

b  Less  than 

one-tenth 

of  one  per  cent. 
(21) 

d  Decrease. 

Table  No.  ;J.  Capital,  Invested  in  Manufactures, 

(From  13th  Census  Bulletin  on  Manufactures — U.  S.,  Table  II,  pp.  85-87  ;  includes 


Division  or  State. 


Total  capital, 
1900. 


The  United  States 

North  Atlantic  division 
South  Atlantic  division. 
North  Central  division. 
South  Central  division. 
Western  division 

Alabama 

Arizona 

Arkansas 

California 

Colorado 

Connecticut 

Delaware 

District  of  Columbia 

Florida 

Georgia 

Idaho 

Illinois 

Indiana 

Iowa 

Kansas 

Kentucky , 

Louisiana 

Maine 

Maryland 

Massachusetts 

Michigan 

Minnesota 

Mississippi 

Missouri 

Montana 

Nebraska 

Nevada 

New  Hampshire 

New  Jersey , 

New  Mexico , 

New  York 

North  Carolina 

North  Dakota 

Ohio 

Oklahoma 

Oregon 

Pennsylvania 

Rhode  Island 

South  Carolina 

South  Dakota 

Tennessee 

Texas 

Utah 

Vermont 

Virginia 

Washington 

West  Virginia 

Wisconsin 

Wyoming 


$8,975,256,000 

4,958,249,000 

583,328,000 

2,633,570,000 

427,983,000 

372,126,000 

$60,166,000 

9,517,000 

25,385,000 

175,468,000 

58,173,000 

299,207,000 

38,791,000 

17,961,000 

25,682,000 

79,303,000 

2,130,000 

732,830,000 

219,321,000 

85,668,000 

59,458,000 

87,996,000 

100,875,000 

1 14,008,000 

149,155,000 

781,868,000 

246,996,000 

133,077,000 

22,712,000 

223,781,000 

38,225,000 

65,906,000 

1,251,000 

92,146,000 

477,301,000 

2,161,000 

1,523,503.000 

68,283,000 

3,512,000 

570,909,000 

4,054,000 

28,359,000 

1,449,815,000 

176,901,000 

62,750,000 

6,051,000 

63,140,000 

63.655,000 

13,219,000 

43,500.000 

92,300,000 

41.575.000 

49,103,000 

286,061,000 

2,048,000 


Total  capital,  1905. 


Amount. 


Increase  over  1900. 


Amount. 


;i2,675,58i,ooo 

6,613,352,000 

930,420,000 

3,753,350,000 

734,267,000 

644,192,000 

$105,383,000 

14,396,000 

46,306,000 

282,647,000 

107,664,000 

373,283,000 

50,926,000 

20,200,000 

32,972,000 

135,211,000 

9,689,000 

975,845,000 

312,071,000 

111,428,000 

88,680,000 

147,282,000 

150,811,000 

143,708,000 

201,878,000 

965,949,000 

337,894,000 

184,903,000 

50,256,000 

379,369,000 

52,590,000 

80,235,000 

2,892,000 

109,495,000 

715.060,000 

4,638,000 

2,031,460,000 

141,001,000 

5,704,000 

856,989,000 

16,124,000 

44,023,000 

1,995.837,000 

215,901,000 

113,422,000 

7,585,000 

102,440,000 

115,665,000 

26,004,000 

62,659,000 

147,989,000 

96,953,000 

86,821,000 

412,647,000 

2,696,000 


$3,700,325,000 

1,655,103,000 

347,092,000 

1,119,780,000 

306,284,000 

272,066,000 

$45,217,000 

4,879,000 

20,921,000 

107,179,000 

49,491,000 

74,076,000 

12,135,000 

2,239,000 

7,290,000 

55,908,000 

7,559,000 

243,015,000 
92,750,000 
25,760,000 
29,222,000 
59,286,000 
49,936,000 
29,700,000 
52,723,000 

184.081,000 
90,898,000 
51,826,000 
27,544,000 

155,588,000 

14,365,000 

14,329,000 

1,641,000 

17,349,000 

237,759.000 
2,477,000 

507,957.000 

72.718,000 

2,192,000 

286,080,000 
12,070,000 
15,664,000 

546,022,000 
39,000,000 
50,672,000 
1,534,000 
39,300,000 
52,010,000 
12,785,000 
19,159,000 
55,689,000 
55,378.000 
37,718,000 

126,586,000 
648,000 


Per  cent. 


41.2 
33-4 
59-5 
42.5 
71.6 

73-1 

75-2 

51-3 
82.4 
61. 1 
85.1 
24.8 

31-3 
12.5 
28.4 
70.5 
354-9 
33-2 

42.3 
30.1 
49.1 
67.4 

49-5 
26.1 

35-3 
23-5 
36.8 

38.9 

121. 3 

69.5 

37-6 

21.7 

131-2 

18.8 

49.8 

114.6 

33-3 

106.5 

62.4 

50.1 
297.7 

55-2 

37-7 
22.0 

80.8 

25-4 
62.2 

81.7 
96.7 
44.0 
60.3 
133-2 
76.8 

44-3 
31.6 


<*  Decrease. 


(22) 


BY    St.\TES:    1900,    1905,   AND    I9IO. 

lands,  buildings,  machinery,  tools,  and  implements,  cash  and  sundries.) 


Total  ca 

)ital,  1910. 

Increase  over  1905.             1 

Increase  over 

1900. 

Amount. 

' 

Amount.             Per  cent.  ' 

Amount. 

Per  cent. 

$18,428,270,000 

$5,752,689,000 

45-4 

$9,453,014,000 

105.3 

9,009.529,000 

2,396,177,000 

36.2 

4,051.280,000 

81.7 

1.368,475.000 

438,055.000 

47.1 

785.147,000 

134-6 

5.718,797.000 

1,965,447,000 

52.4 

3,085.227,000 

117. 1 

1,134,015.000 

399,748,000 

54-4 

706.032,000 

165.0 

1,197,454.000 

553,262,000 

85.9 

825,328,000 

221.8 

$173,180,000 

$67,797,000 

64- 3 

$113,014,000 

187.8 

32,873,000 

18,477,000 

128.3 

23,350,000 

245.4 

70,174.000 

23,868,000 

51-5 

44.789,000 

176.4 

537,134,000 

254,487.000 

90.0 

361,(566.000 

206.1 

162.668,000 

55,004,000 

5I.I 

104.495.000 

179-6 

517,546.000 

144,263.000 

38.6 

218.339,000 

73  0 

60,906,000 

9,980,000 

19.6 

22,115,000 

57.0 

30,553.000 

10,353.000 

51-3 

12,592,000 

70.1 

65,291,000 

32,319.000 

98.0 

39.609.000 

154.2 

202,778,000 

67,567.000 

50.0 

123,475.000 

155.7 

32,477,000 

22,788,000 

235.2 

30,347,000 

1,424.7 

1,548,171,000 

572,326,000 

58.6 

815,341,000 

III. 3 

508,717,000 

196,646,000 

63.0 

289,396,000 

132.0 

171,219,000 

59,791,000 

53.7 

85.551,000 

99-9 

156,090,000 

67,410,000 

76.0 

96,632,000 

162.5 

172,779,000 

25,497.000 

17.3 

84.783.000 

96.3 

221,816,000 

71.005,000 

47-1 

120.941.000 

119. 9 

202,260,000 

58,552,000 

40.7 

88,252,000 

77.4 

251,227,000 

49,349.000 

24.4 

102,072,000 

68.4 

1,279,687,000 

313.738,000 

32.5 

497,819,000 

63-7 

583.947.000 

246,053,000 

72.8 

336,951,000 

136.4 

275,416.000 

90,513.000 

49.0 

142,339,000 

107.0 

72,393,000 

22,137,000 

44.0 

49,681,000 

218.7 

444,343.000 

64.974.000 

17. 1 

220,562,000 

98.6 

44.588,000 

d  8,002,000 

<^I5.2 

6,363,000 

16.6 

99,901,000 

19,666,000 

24-5 

33.995.000 

51-6 

9,806.000 

6,914,000 

239.1 

8,555,000 

683.9 

139.990,000 

30,495,000 

27.9 

47.844.000 

51-9 

977,172,000 

262,112,000 

36.7 

499,871,000 

104.7 

7,743,000 

3,105,000 

66.9 

5,582,000 

258.3 

2,779.497.000 

748,037.000 

36.8 

1.255,994.000 

82.4 

217,185,000 

76,184,000 

54.0 

148,902,000 

218.1 

11.585,000 

5.881.000 

103. 1 

8,073.000 

229.9 

1,300.733.000 

443,744.000 

51.8 

729,824,000 

127.8 

38.873.000 

22,749.000 

141. 1 

34,819,000 

858.9 

89,082,000 

45.059.000 

102.4 

60.723,000 

214.1 

2,749.006,000 

753.169,000 

7,7-7 

1.299,191.000 

89.6 

290,901,000 

75,000.000 

34.7 

114.000.000 

64.4 

173,221.000 

59.799.000 

52.7 

110,471,000 

176.0 

13,018,000 

5,433.000 

71.6 

6,967,000 

115. 1 

167.924.000 

65.484.000 

639 

104,784,000 

166.0 

216,876,000 

101,211,000 

87.5 

153.221,000 

240.7 

52,627.000 

26,623.000 

102.4 

39.408.000 

298.1 

73,470.000 

10,811,000 

17-3 

29,970,000 

68.9 

216,392,000 

68,403,000 

46.2 

124,092,000 

134-4 

222,261,000 

125,308,000 

129.2 

180.686,000 

434.6 

150.922.000 

64,101,000 

73.8 

101,819.000 

207.4 

605,657,000 

193,010,000 

46.8 

319.596,000 

111.7 

6.195,000 

•    3,499.000 

129.8 

4,147,000 

202 . 5 

(23) 


24 
Capitai,  by  Interstate  Commerce  Commission  Groups. 

Statistics  as  to  the  cost  of  road  and  equipment  of  the  railways  are 
not  available  for  the  several  States,  nor  for  any  geographical  area  less 
extensive  than  the  United  States  as  a  whole.  Statistics  of  the  com- 
mercial value  of  the  railways  of  each  State  were  compiled  by  the 
Census  Bureau  in  1904,  and  will  be  found  in  the  appendix  to  this  study. 
The  Interstate  Commerce  Commission  publishes  annually  the  gross 
capitalization  of  the  railways  for  each  of  the  ten  territorial  groups 
defined  at  the  time  it  undertook  the  compilation  of  railway  statistics. 
These  groups  are  numbered  consecutively  and  comprise  respectively 
the  areas  indicated  in  the  following  map : 


TERFITORIAL  CROUPS  OF  THE  UNITED  STATES 
INTERSTATE  COMMERCE  COMMISSION 


The  gross  capitalization  of  the  railways  of  each  of  these  ten  terri- 
torial groups  was  as  follows  in  1890,  1900,  and  1910 : 

Railway  Gross  Capitalization  by  Interstate  Commerce  Commission  Groups. 

Group.  1890.                                1900.  1910. 

I $377,477,302     1472,329,210  1799,627,536 

II 2,032,242,616          2,337,874,067  3,543,053,383 

III 1,309,390,715           1,490,997,662  2,414,370,374 

IV 410,704,029              631,863,020  960,183,380 

V 742,670,372    903,681,993  1,346,913,136 

VI 1,818,588,865         2,024,541,064  3,102,203,094 

VII 443,136,450             560,763,3^3  1,047,244,431 

VIII 1,047,274,401          1,395,350,723  2,260,370,943 

IX 372,982,285            511,034,132  808,905,131 

X 882,876,385         1,162,599,776  2,134,260,830 


25 

To  secure  statistics  of  the  amount  of  capital  invested  in  manufac- 
tures and  of  the  value  of  agricultural  property  that  may  be  com- 
pared with  these  aggregates  of  gross  railway  capitalization  by  groups, 
it  will  be  necessary  to  combine  into  corresponding  groups  the  returns 
of  agricultural  and  manufacturing  values  shown  by  States  in  the  pre- 
ceding tables.  While  the  group  lines  do  not  in  every  instance  follow 
State  boundaries,  yet  it  will  be  possible  to  obtain  a  very  close  approxi- 
mation to  the  several  groups  by  including  the  returns  of  any  State, 
parts  of  which  are  in  different  groups,  in  the  returns  of  the  group  in 
which  lies  the  greater  part  of  its  area.  The  results  of  this  approxima- 
tion are  presented  in  the  next  two  tables.  The  first  gives  the  value  of 
the  farm  property  of  each  group  in  1890,  1900,  and  1910.  This  table 
covers  farm  property  of  all  kinds,  including  land,  buildings,  imple- 
ments, machinery,  and  live  stock. 

Value  of  Farm  Property  by  Corresponding  Groups. 

Group.  1890.  1900.  1910. 

I 1585,267,817  1639,645,900  1867,240,457 

II 2,637,796,896  2,567,765,165  3,317,411,784 

in 2,712,949,906        2,867,896,151        4,800,688,206 

IV 810,006,671  914,849,178  1,869,648,447 

^ 1,325,025,536  1,478,172,491  2.906,501.343 

VI 3,654,365,065  5,694,326,155  11,515,526,346 

J'li 751,230,899  1,230,812,589  3,760,933,478 

vin 1,783,711,403  2,517,208,718  5,902,067,389 

IX 662,574,109  1,161,013,179  2,519,866,152 

X 1,159,339,387  1,368,211,638  3,53i,565,48& 

The  amounts  of  capital  invested  in  the  manufacturing  industries  of 
each  group  in  1900  and  1910  are  shown  in  the  following  table : 

Capital  Invested  in  Manufactures  by  Corresponding  Groups. 

Group.  1900.  1910. 

T 11,507,630,000  12,503,854,000 

II 3,656,526,000  6,848.361,000 

III 1, 037,226,000  2,393,397,000 

IV 272,436,000  757,720,000 

'Z 338,999,000      854,345,000 

vl 1.241,148,000  2,612,048,000 

VII 112,230,000  163,702,000 

VIII 370,851,000  872,148,000 

IX 164,530,000  438,692,000 

X 273,680,000  984,003,000 


26 


The  following  table  gives  the  rates  of  increase  of  the  capital  amounts 
set  forth  in  the  three  preceding  tables : 

Percentage  Rate  op  Increase. 


Group. 

1890  to 

1900. 

1900  to  1910. 

Agriculture. 

Railways. 

Agriculture. 

Manufactures. 

Railways 

I 

9-3 

25- 1 

35-6 

66.1 

693 

II 

^2./ 

I5-0 

29.2 

87.3 

51.6 

Ill 

5-7 

13-9 

67.4 

130.7 

61.9 

IV 

12. q 

53-8 

104  4 

1 78. 1 

52,0 

V 

ir.6 

21.7 

96.6 

152.0 

49.0 

VI 

55.8 

II-3 

102.2 

110.5 

53-2 

VII 

63.8 

26.5 

205.6 

45-9 

86.8 

/HI 

41. 1 

33  2 

134-5 

135-2 

62.0 

IX 

75-2 

37-0 

117. 0 

166.6 

58.3 

X 

j8.o 

31-7 

158. 1 

259-5 

83.6 

d  Decrease. 

It  will  be  borne  in  mind  that  these  tables  by  groups  give  railway 
gross  capitalization  only.  Neither  net  capitalization  nor  the  cost  of 
road  and  equipment  are  ascertainable  for  the  respective  groups.  From 
1890  to  1900  the  gross  capitalization  of  the  railways  increased  in  six 
of  the  ten  groups  at  a  higher  ratio  than  the  value  of  agricultural  prop- 
erty. From  1900  to  1910,  however,  in  all  except  Groups  I,  II,  and  III, 
where  agriculture  has  not  kept  pace  with  other  activities,  the  rate  of 
increase  in  gross  capitalization  of  the  railways  has  been  approximately 
one-half  the  rate  of  increase  in  the  value  of  farm  property.  From 
1900  to  1910  gross  railway  capitalization  has  increased  in  much  lower 
ratio  than  the  capital  value  of  manufacturing,  which  is  far  less  than 
the  gross  capitalization  of  the  manufacturing  industries.  An  exception 
is  in  Group  I,  and  the  only  other  exception  in  Group  VII,  where  the 
development  of  railways  has  been  especially  necessary  to  serve  the 
agricultural  industries. 


27 


Comparison  oi?  Capital  in  Railways  and  in  the  Principal 
Manufacturing  Industries. 

The  following  table  compares  railway  capital  with  the  capital  in  each 
of  21  principal  manufacturing  industries,  and  shows  the  respective 
rates  of  increase  from  1900  to  1910: 

Increase, 

iQio  over 

1900.  1905.  I910-  "1900. 

Per  cent. 

Railwa3's  : 
Gross  capitalization. .  .  111,491,035,000    113,805,258,000     $18,417,132,000      60.3 
Net  capitalization  ... .  8,803,156,000        9,940,854,000       r4.375.530>ooo      63.3 
Cost  of  road  and  equip- 
ment   10,263,313,000       11,951,349,000       14,387,816,000      40.2 

Agricultural  implements  157.708,000            196,741,000            256,281,000      62.5 

Boots  and  shoes 110,363,000             136,802,000            222,324,000     101.4 

Bread  and  other  bakery 

products 80,902,000            122,353,000            212,910,000     163.2 

Clothing  (men's) 140,191,000            176,557,000            275,320,000      96.4 

Copper,   tin,   and   sheet 

iron 49,679,000            147,608,000            217,532,000     337-9 

Cotton  goods 467,240,000            613,111,000            822,238,000       76.0 

Electric  machinery,  ap- 
paratus and  supplies.  .  83,660.000             174,066,000             267,844,000     220.2 

Fk'ur     and     grist     mill 

products 189,281.000            265,117,000            349,152,000       84.5 

Foundry    and    machine 

shop  products 790,741,000         1,034,135,000         1,514,332,000       91.5 

Furniture  and  refrigera- 
tors   109,267,000            158,986,000            227,134,000     107.9 

Gas,    illumination    and 

heating 567,001,000            725,035,000            9i5.537.ooo       61.5 

Iron  and  steel,  blast  fur- 
naces   143,159,000            236,146,000            487,581,000     240.6 

Iron    and   steel,   rolling 

mills 430,232,000            700,182,000         1,004,735,000     133.5 

Leather I73>977  000            242,584,000            332,727,000      91.2 

Liquors,  malt 413,767,000            515,630,000            671,158,000       62.2 

Lumber    and    timber 

products 541,595,000             733,708,000         1,176,675,000     117. 3 

Paper  and  wood  pulp. . .  167.508,000            277,444,000            409,348,000     144-4 

Printing  and  publishing.  333,003,000            432,854,000            588,346,00^}       76.7 

Slaughtering   and   meat 

packing   190,209,000            240,419,000            383,249,000     101 .5 

Tobacco  manufactures.  .  111,517,000            323,982,000            245,660,000     120.3 

Woolen,  worsted  and  felt 

goods,  and  wool  hats  .  265,730,000            314,081.000            43^.579. o^xj      62.0 

This  tabic  shows  that  from  1900  to  1910  the  amount  of  capital 
invested  in  the  principal  manufacturing  industries  of  the  United 
States  increased  at  a  higher  rate  than  either  the  gross  capitalization, 
the  net  capitalization,  or  the  cost  of  road  and  equipment  of  the  rail- 
ways.    This  higher  rate  of  increase  for  the  principal  manufacturing 


2S 

industries  is  shown  by  the  fact  that  the  aggregate  combined  capital  of 
the  twenty-one  industries — w^hich  is  far  less  than  their  gross  capitaliza- 
tion— increased  99.6  per  cent  from  1900  to  1910,  whereas  the  gross 
capitalization  of  the  railways  increased  60.3  per  cent,  the  net  capital- 
ization 63.3  per  cent,  and  the  cost  of  road  and  equipment  but  40.2  per 
cent. 

Return  ox  Manufacturing  and  Railway  Capital. 

Even  more  difficult  and  uncertain  than  a  comparison  of  the  capital 
values  of  the  agricultural,  manufacturing,  and  railway  industries  is 
a  comparison  of  the  annual  returns  upon  these  capital  values.  Indeed, 
it  has  been  found  impracticable  even  to  attempt  an  estimate  of  the 
returns  from  agriculture  that  would  be  suitable  for  such  a  comparison." 
In  the  case  of  manufactures  and  railways,  however,  the  operating  or 
running  expenses  and  the  taxes  may  be  ascertained,  and  thus  an  ap- 
proximation may  be  had  to  the  net  returns  on  capital.  In  this  manner, 
for  the  following  tables  the  gross  and  net  value  of  the  products  of  the 
two  industries  have  been  computed  upon  as  nearly  a  comparable  basis 
as  possible.  The  net  return  has  been  ascertained  by  deducting  from 
the  respective  gross  value  of  products  in  the  case  of  manufactures,  and 
from  gross  earnings  in  the  case  of  the  railways,  all  operating  expenses. 


a  The  returns  of  gross  value  of  agricultural  products,  as  compiled  by  the 
Census  Bureau  in  1910,  contain  considerable  duplications,  due  for  the  most  part 
to  the  inclusion  of  both  the  value  of  all  live  stock  products  and  the  value  of  all 
crops.  A  large  proportion  of  the  crops  being  fed  to  the  live  stock,  the  value  of 
live  stock  is  thereby  enhanced,  and  there  occurs  a  duplication  of  value — the  value 
of  the  crops  so  fed  being  included  in  the  value  of  all  crops  and  in  the  value  of  all 
live  stock.    The  Census  Bureau  discusses  this  duplication  in  the  following  words : 

"The  Census  Bureau  has  made  no  attempt  to  ascertain  the  total  net  value 
of  farm  products  for  1909,  including  both  that  of  crops  and  that  of  animal 
products.  To  add  the  value  of  these  two  groups  of  products  together 
involves  extensive  duplication,  since  large  quantities  of  crops  reported  are 
fed  to  the  animals  on  the  farms.  It  is  impossible  to  ascertain  accurately 
the  amount  of  such  duplication,  and  the  attempt  to  do  so,  which  was  made 
at  the  Twelfth  Census,  was  not  considered  satisfacton,-  in  its  results. 
Moreover  the  amount  spent  by  farmers  for  animals  purchased  in  1909  has 
not  been  subtracted  from  the  value  of  animals  sold  and  slaughtered  in  1909. 
The  gross  total  of  $8,498,311,413  for  1909  is  not  closely  comparable  with 
that  reported  for  1899,  $4,739,118,752,  because  of  differences  in  the  method 
of  reporting  the  value  of  live  stock  products." 

In  addition  to  the  difficulties  presented  by  this  duplication,  it  is  impossible  to 
make  a  satisfactory  estimate  regarding  the  taxes  paid  on  agricultural  property, 
the  value  of  the  labor  of  farm  proprietors  and  their  families,  the  amount  of  certain 
minor  expenditures,  such  as  for  twine,  oil,  etc..  and  the  cost  of  depreciation  on 
buildings,  implements,  and  appliances. 


•20 

including  taxes.     In  each  case,  interest  on  capital  is  included   in  the 

net  return." 

Gross  and  Xf.t  Retirxs  from  Manufactures. 

1900.  19^5-  1910. 

Gross  returns  : 

Gros^  value  of  products 511,406,927,000      |i4w93.903.ooo      120,672,052,000 

Expenses  :  f^ 

Cost  of  materials 6.575,851,000  8,500.208,000         12,141,791,000 

Salaries  and  wages 2,389,132,000  3,184,884,000  4,365,613,000 

Miscellaneous  expenses,  in- 
cluding taxes 905,442,000  1,453,168,000  1,945,676,000 

Total 59.870,425,000      513.138,260,000      51  iS, 453,080,000 

Netieturn 51,536.502,000        51.655.643,000        52,218,972,000 

Gross  and  Net  Returns  from  Railway  Opkratiox. 

1S90  1900  1905  1910 
Total  operating  rev- 
enues    51,051,877,632     51, 4*^7. 044,814     52,082,482,406    52,75^,667,435 

Expenses  : 

Total  cperating 
exi)eiises,  includ- 

ini-;  wages 692,093,971  961,428,511       1390,602,152       1,822,630,433 

Taxes 31.207,469  48,332,273  63,474,679  io3.795,7oi 

Total 5723.301,440    51,009,760,784    51,454.076,831     51,926,426,134 

Net  return, 
including 
interest  on 
capital 5328,576,192        5477,284,030        #628,405,575        5824,241.301 

1  In  the  following  discussion  of  net  returns,  the  statistics  of  manufacturin.q 
products  cover  as  nearly  as  possible  the  calendar  year  preceding  tlic  census 
year,  while  the  statistics  of  railway  operating  returns  apply  to  the  fiscal  year 
ending  June  30  of  the  census  year.  Thus  the  product  manufactured  during  the 
calendar  year  1909  was  that  covered  by  the  census  of  1910,  and  is  here  discussed 
under  the  latter  year;  with  the  manufacturing  returns  for  the  calendar  year 
1909  are  compared  the  railway  returns  for  the  fiscal  year  ending  June  30,  1910. 

''  It  should  be  pointed  out  that  the  item  "salaries  and  wages"  docs  not  include 
salaries  paid  to  proprietors  or  firm  members  interested  in  non-corporate  manu- 
facturing establishments.  There  were  273,265  of  these  proprietors  and  firm 
members  in  1910  for  whom  n<i  (k-tlnite  salaries  were  reported.  The  railways  are 
virtually  all  owned  by  corporations,  all  employees  from  president  down  being 
paid  a  definite  salary  or  wage.  To  some  extent,  therefore,  the  expenses  shown 
for  the  manufacturing  and  railway  industries  are  not  comparable.  On  tlie  other 
hand,  non-corporate  manufacturers  produced  in  1910  only  one-fifth  of  the  total 
value  of  products  manufactured  in  that  year,  while  the  average  size  and  im- 
portance of  the  individual  non-corporate  establishment  was  so  small  that  the 
return  to  the  proprietor  or  firm  owner  could  not  be  differentiated  between  wage 
and    profit. 

Depreciation  of  the  road  and  equipment  of  railways  is,  under  the  accounting 
system  prescribed  by  the  Interstate  Commerce  Commission,  provided  for  through 
tiie  operating  expense  account.  The  practice  of  manufacturing  establishments  in 
regard  to  depreciation  of  plant  is  not  imiform.  but  it  may  be  supposed  that 
prudent  management  will,  in  the  long  run.  charge  the  cost  of  repairs  and  replace- 
ment (which  may  be  said  to  stand  for  a  depreciation  account  where  no  such 
definite  account   is   maintained)    ti'   running  expenses. 


30 

As  has  been  specified  in  these  pages,  and  especially  in  the  appendix, 
there  have  been  variations  in  the  requirements  of  the  Bureau  of  the 
Census  at  different  times  for  ascertaining  the  capital  value  of  manu- 
factures. Moreover,  in  computing  such  vast  aggregates  there  is  always 
the  necessity  for  adjustments  of  one  kind  and  another  so  that  different 
persons  may  not  always  arrive  at  identically  the  same  results  in  handling 
the  intricate  data.  Indeed  the  same  person  may  be  obliged  at  one 
time  to  give  consideration  to  various  factors  that  bring  about  results 
varying  from  those  of  a  similar  adjustment  at  another  time.  Further- 
more, the  income  account  here  shown  for  manufactures  dift'ers  from 
that  of  the  railways  in  the  fact  that  the  reported  railway  returns  repre- 
sent cash  actually  received,  while  the  reported  value  of  products  manu- 
factured in  any  year  is  not  only  partially  made  up  of  cash  already 
taken  in,  but  is  also  in  part  an  estimate  of  the  probable  market  value 
of  such  portion  of  the  product  as  is  not  yet  sold,  and  in  part  consists 
of  outstanding  accounts  the  settlement  of  which  may  entail  loss.  In 
other  words,  the  manufacturing  returns  are  partially  at  least  based  on 
estimates.  It  therefore  cannot  be  too  strongly  insisted  that  the  tables 
and  the  deductions  therefrom  on  the  preceding  pages  are  of  broad  and 
general  significance  only.  It  is  believed,  however,  that  possible  varia- 
tions, to  whatever  cause  they  may  be  due,  do  not  impair  such  broad  and 
general  significance. 

If  it  be  necessary  to  bear  in  mind  these  qualifications  as  pertaining 
to  the  fundamental  statements  of  capital  values  and  of  the  return 
thereon,  it  will  be  all  the  more  necessary  to  bear  in  mind  the  limita- 
tions that  must  govern  any  attempt  at  comparison  of  the  relative  re- 
turn on  capital.  Yet  in  this  country  the  dollar  is  the  common  denomi- 
nator of  values.  The  dollar  measures  the  values  of  things  utterly 
dissimilar,  of  all  things  w^hich  enter  into  purchase  and  sale.  Dissim- 
ilar in  many  respects  in  their  essential  nature  and  in  their  relations  as 
are  the  products  of  manufacture  and  the  service  of  transportation, 
they  are  measured  by  dollars  when  they  are  sold,  and  the  net  return 
upon  capital  values  is  measured  in  dollars.  It  is  the  expression  of 
these  net  return?  in  dollars  that  guides  the  investor  in  placing  his 
money  in  one  or  another  industry. 

In  the  table  on  page  14  were  given,  subject  to  the  qualifications  that 
repeatedly  have  been  expressed  in  these  pages,,  the  capital  values  of 
manufacturing  and  the  railways.  On  page  29,  subject  to  the  quali- 
fications that  likewise  repeatedly  have  been  expressed,  are  tables  giv- 
ing the  gross  and  net  returns  from  manufactures  and  from  railwav 


31 

transportation.  It  therefore  may  be  possible  in  terms  of  the  dollar  to 
arrive  at  the  ratio  of  the  net  returns  on  the  capital  of  each  industry 
and  to  compare  the  net  returns  on  the  capital  of  one  industry  with  the 
net  returns  on  capital  in  the  other. 

In  the  next  table  are  set  forth  the  capital  values  of  the  two  indus- 
tries, the  return  on  capital  as  expressed  in  the  preceding  tables,  and 
the  percentage  of  that  return.  It  will  be  perceived  that  the  years  for 
which  there  is  available  complete  information  that  is  approximately 
comparable  for  each  industry  are  those  designated  as  1900  and  191Q. 
These  may  be  considered  to  mark  the  beginning  and  the  end  of  a  decade 
which  comprised  a  fairly  distinct  industrial  era.  In  1900  the  country 
was  on  the  high  tide  of  recovery  from  prolonged  industrial  depression ; 
in  1910  it  was  enjoying  exceeding  prosperity,  both  the  gross  and  the 
net  earnings  of  the  railways  attaining  a  higher  mark  than  for  any  pre- 
ceding or  subsequent  year.  It  will  be  noted  that  in  the  case  of  the 
railways  the  percentage  of  net  return  is  computed  on  the  cost  of  road 
and  equipment,  which  is  the  item  comparable  with  the  capital  value  of 
manufactures  as  given. 

Comparison  of  Net  Returns  on  Capital. 

igoo.  1905.  1910. 

Manufactures  : 

Capital 18,975,256,000  $12,675,5^1,000  |ti8,  428,270,000 

Net  return  on  capital  .       1,536,502,000  1,655,643,000  2,218,972,000 

Per  cent  of  net  return.             i7-ii9  13.062  12.041 

Railways  : 

Cost  of  road  and  equip- 
ment   110,263,313,400  $11,951,348,949  $14,387,816,099 

Net  return 477,284,030  628,405,575  824,241,301 

Per  cent  of  net  return.               4650  5.25S  5-729 

In  1900  the  percentage  of  net  return  upon  capital  in  manufactures 
was  nearly  four  times  as  great  as  that  on  the  cost  of  road  and  equip- 
ment of  the  railways.     In  1905  it  was  two  and  one-half  times  as  great. 

From  1900  to  1910  the  capital  in  manufactures  increased  105  per 
cent,  and  the  cost  of  road  and  equipment  of  the  railways  increased 
40.2  per  cent.  In  the  latter  year  the  percentage  of  net  return  or* 
capital  in  manufacture  was  two  and  one-tenth  times  as  great  as  that 
of  the  railways. 

While  these  comparisons  are  subject  to  qualification,  it  is  not  be- 
lieved that  were  absolutely  accurate  and  comparable  data  available 
there  would  be  more  than  a  negligible  change  in  the  relation  of  these 
ratios  of  return. 


32 


APPENDIX. 

A  careful  study  of  the  census  reports  discloses  that  the  variations 
specified  below  atTect  the  comparability  of  the  data  as  to  the  capital 
value  of  the  agricultural  and  manufacturing  industries  as  set  forth  by 
the  Census  Bureau  even  for  1890  and  in  subsequent  reports.  They 
demonstrate  clearly  that  the  data  included  in  the  reports  prior  to  1890 
are  entirely  unavailable  for  comparative  purposes. 

Agriculture. 

Census  statistics  extending  back  to  1850  show  for  each  State  the 
value  of  land  and  buildings  employed  in  agriculture  and  the  value  of 
implements  and  machinery  and  live  stock. 

The  Census  of  Agriculture  of  i860  included  all  farms  with  an 
annual  marketed  product  to  the  value  of  $100  or  more.  This  mini- 
mum was  changed  in  1870  to  farms  containing  three  acres  in  area  or 
marketing  annually  $500  of  product,  with  the  proviso  that  no  farm  be 
enurtierated  unless  it  utilize  the  labor  of  at  least  one  able-bodied  man. 
This  limit  for  1870  was  retained  in  the  enumerations  of  1880  and  1890. 
but  for  that  of  1900  it  was  modified  to  take  in  any  farm  not  otherwise 
included,  provided  the  operation  of  such  a  farm  required  the  constant 
attention  and  services  of  one  man. 

The  census  of  1870,  although  intended  to  cover  the  year  ending 
June  I  St,  actually  presented  data  relating  in  part  to  1869  and  in  part 
to  1870.  The  same  difficulty  of  securing  returns  all  relating  to  the 
same  specific  year  was  met  in  1880. 

The  enhancement  in  the  value  of  farm  property  shown  by  the  re- 
turns of  1870  over  those  of  i860  was  in  part  due  to  the  premium  of 
25  per  cent  on  gold  in  1870. 

Moreover,  the  returns  for  1870  were  regarded  by  the  censu>  au- 
thorities themsehes  as  defective  and  incomplete.  Many  farms  were 
omitted  in  the  South,  in  Massachusetts,  and  elsewhere.  There  was 
the  same  difficulty  in  1880,  many  farms  and  western  ranges  failing 
of  enumeration,  although  in  some  other  respects  the  census  of  1880 
was  the  most  nearly  complete  of  any  prior  to  1900. 

It  is  pointed  out  in  the  census  report  for  1900  that  the  data  as  to 
capital  return  for  agriculture  and  for  manufactures  do  not  correspond. 
The  only  forms  of  agricultural  capital  reported  by  the  census  were 


land,  buildings,  improvements,  implements,  machinery,  and  live  stock 
which  correspond  to  fixed  capital  in  manufacture.  Live  or  free  manu- 
facturing capital,  such  as  cash  and  sundries,  has  its  counterpart  in 
agriculture  in  the  items  "value  of  farm  products  on  hand,"  money  due 
from  sale  of  products,  or  in  bank  for  supplementary  use  on  the  farm, 
and  value  of  growing  crops,  but  as  to  the  value  of  these  items  definite 
information  was  not  obtained.  The  same  qualifications  as  to  the  com- 
parability of  agricultural  and  manufacturing  capital  Aalues  apply  to 
the  census  returns  for  1910. 

Manufactures 

The  schedules  for  the  earlier,  censuses  of  manufactures  were 
changed  from  census  to  census,  the  data  therefore  not  being  com- 
parable. From  the  census  of  1870  "many  industries  from  which  it 
was  difficult  to  obtain  satisfactory  statistics"  were  omitted.  Likewise 
in  1880  some  manufactures  were  not  included,  and  in  lesser  degree 
this  was  also  the  case  in  1890.  Twenty  industries  or  branches  of 
industries  omitted  in  1880  were  included  in  1890. 

The  census  report  of  1870  admitted  the  returns  for  that  year  to  be 
■"entirely  untrustworthy  and  delusive,"  owing  to  the  difficulty  of  secur- 
ing uniform  or  complete  statements  from  industrial  units.  The  re- 
port expresses  the  opinion  that  not  over  a  fourth  of  the  capital  actually 
invested  was  returned.  Moreover,  all  values  reported  in  1870  were 
expressed  in  terms  of  currency,  which  was  then  25  per  cent  in  excess 
of  values  in  gold. 

The  report  of  1890  was  clal)orated  to  include  under  capital  such 
items  as  borrowed  cash,  of  which  cognizance  had  not  theretofore  been 
taken,  and  allowance  was  made  for  rented  capital,  such  as  rented 
buildings. 

Not  until  the  census  of  1900  had  there  been  used  the  same  schedule 
as  of  the  previous  census.  The  schedule  of  1890  was  adopted  for 
1900.  and  substantially  this  same  schedule  was  used  in  1905  and  1910, 
but  with  changes  in  the  definition  of  what  constitutes  a  factory  and  in 
the  classification  of  factories.  The  census  of  1900  .stated  that  returns 
of  capital  in  manufactures  prior  to  1890  "have  no  real  statistical  value, 
owing  to  the  vague  and  general  character  of  the  form  of  inquiry." 
The  statement  that  statistics  as  to  manufactures  for  periods  earlier 
than  1890  are  practically  useless  for  comparative  purposes  is  repeated 
in  the  census  for  1905. 


34 

Even  as  late  as  1905  the  census  report  emphatically  declares  that  it 
is  impossible  to  so  define  the  word  "capital"  for  statistical  purposes  as 
to  make  the  thing  measured  tangible,  restricted,  and  uniform. 

For  the  census  of  1905  the  definition  of  a  factory  was  considerably 
restricted  as  compared  with  that  of  1900  and  earlier  census  years.  A 
retabulation  of  the  data  for  1900  was  made  to  accord  with  the  classifi- 
cation of  factories  established  for  1905,  but  this  retabulation  applied 
to  the  capital  as  a  whole,  not  being  carried  out  to  include  its  component 
parts.  It  is  therefore  feasible  to  show  only  the  total  capital  invested 
in  manufactures  by  States  on  a  comparable  basis  for  1900,  1905,  and 
1910. 

To  a  better  understanding  of  the  change  in  definition  of  a  factory 
and  classification  of  factories  made  by  the  Census  Bureau  in  1905  it 
is  necessary  briefly  to  consider  the  prior  practice.  From  1850  to  1890 
the  census  law  provided  for  a  census  of  establishments  "of  productive 
industry.'"'  The  law  authorizing  the  census  of  1900  provided  more 
specifically  for  a  census  of  the  "manufacturing  and  mechanical  prod- 
ucts" of  the  country.  These  terms  were  broad  enough  to  include  all 
industry  that  could  be  reached  by  the  census  agents.  In  1905  the  law 
distinctly  restricted  the  census  of  manufactures  "to  manufacturing 
establishments  conducted  under  what  is  known  as  the  factory  system 
exclusive  of  the  so-called  neighborhood  and  mechanical  industries." 
This  definition,  which  was  also  followed  in  1910,  restricted  the  in- 
quiries of  the  census  agents  to  factory  establishments  with  a  product 
to  the  value  of  at  least  $500  a  year.  Neighborhood  and  local  me- 
chanical industries  were  excluded,  as  well  as  manufacturing  in  edu- 
cational, eleemosynary,  and  penal  institutions. 

The  diflference  between  the  results  obtained  under  the  definition 
of  a  factory  followed  in  1900  and  that  which  obtained  in  1905  is 
shown  in  the  following  table,  which  shows  the  number  of  establish- 
ments, the  capital,  and  the  value  of  products  returned  and  promul- 
gated by  the  census  of  1900  and  the  returns  of  that  census  under  the 
revision  made  in  1905  in  order  that  the  returns  might  be  comparable 
with  those  for  the  latter  year : 

1900,  1900, 

original.  revised. 

Number  of  establishments 512,254  207,562 

Capital ^9,817,434,709  18,978,825,200 

Value  of  products 13,004,400,143  11,411, 121, 122 


35 


Railways. 

There  is  no  attempt  in  this  study  to  settle  the  controverted  question 
as  to  what  properly  constitutes  the  capital  value  of  the  railways.  Gross 
capitalization,  net  capitalization,  and  the  cost  of  road  and  equip- 
ment, the  three  capital  items  set  forth  in  the  reports  of  the  Interstate 
Commerce  Commission,  have  all  been  utilized,  and  it  has  been  pointed 
out  that  cost  of  road  and  equipment  is  perhaps  more  nearly  analogous 
to  the  capital  values  used  for  agriculture  and  for  manufactures.  A 
comparative  study  of  railway  investment  extending  back  over  any 
considerable  period  must  rest  on  one  or  another  of  these  items. 
Clearly  it  cannot  rest  on  bases  that  have  but  recently  entered  into  con- 
sideration. Thus  studies  of  physical  valuation  and  the  theory  of 
basing  railway  capitalization  upon  physical  valuation  are  of  com- 
paratively recent  origin.  "Cost  of  road  and  equipment"  is  an  item 
that  did  not  appear  in  official  governmental  reports  until  1890,  when 
it  was  embodied  in  the  annual  statistical  report  of  the  Interstate  Com- 
merce Commission,  but  the  term  was  used  as  early  as  1863  by  Samuel 
Hallett  &  Company,  New  York  bankers,  in  a  report  on  the  resources 
of  the  United  States.  Data  as  to  capitalization  are  available  to  a  cer- 
tain extent  for  the  period  prior  to  1890,  but  the  earliest  statistics  that 
have  been  found  deal  with  cost  of  construction  of  road,  as  distin- 
guished from  cost  of  equipment. 

Thus  David  Stevenson,  an  English  civil  engineer,  who  discussed 
American  engineering  in  1837,  cited  the  cost  per  mile  of  seven  different 
pieces  of  railway  lying  in  Maryland,  Pennsylvania,  New  York,  and 
South  Carolina.  The  weighted  average  of  these  costs,  which  are  given 
by  him  for  an  aggregate  of  468.33  miles,  is  $19,009.50  per  mile  If 
this  cost  be  assumed  as  applicable  to  all  the  railway  mileage  in  the 
United  States  in  that  year,  we  have  for  a  total  of  1.652.25  miles,  also 
cited  by  Stevenson,  a  cost  of  $31,408,000. 

F.  Von  Gerstner,  in  a  German  work  published  in  1843.  estimated 
the  railway  mileage  in  the  United  States  as  9,220.96  miles.  For 
8,488.46  miles  of  this  he  gives  data  as  to  cost  which  average  $20,437 
per  mile.  At  this  rate  per  mile  the  cost  of  all  the  railways  in  the 
United  States  at  that  time  was  about  $188,448,000. 

The  American  Almanack  for  1847.  discussing  the  cost  of  4,760.75 
miles  of  railway  in  the  United  States,  set  the  aggregate  for  1845  ^t 
$129,177,000.  Although  admittedly  incomplete  both  as  to  mileage  and 
as  to  cost,  the  reduction  of  the  aggregates  to  a  per  mile  basis  sheds 


36 

light  on  the  cost  of  railway  construction  at  that  time.  The  average  cost 
per  mile  was  $27,138. 

Hinton  R.  Helper,  in  "The  Impending  Crisis,"  estimated  the  mileage 
of  American  railways  in  1857  at  24.714  miles.  The  aggregate  cost  of 
the  railways  was  $633,566,000,  but  as  this  amount  relates  to  1855  and 
a  somewhat  different  mileage  than  that  of  1857,  no  average  per  mile 
can  be  computed. 

Henrv  H.  Flint,  writing  in  his  '"Railroads  of  the  United  States"  of 
1857,  estimated  the  cost  of  the  American  railways  existing  in  that  year 
at  $920,000,000.  As  this  estimate  covered  26,000  miles,  their  average 
cost  per  mile  was  not  far  from  $35,400. 

Appleton's  Annual  Cyclopedia  estimated  the  cost  of  the  railway 
mileage  of  the  United  States  in  1868-9  ^^  $1,517,500,000.  Flint's  esti- 
mate for  1868  is  not  far  from  this — Si. 532,500,000.  Poor's  Manual 
for  1868-9  gives  a  slightly  higher  amount,  $1,600,000,000.  This  last 
estimate  is  based  on  the  capital  account  which  Mr.  Poor  remarked 
as  considerably  exceeding  the  money  actually  expended.  The  costs  per 
mile  based  on  these  estimates  appear  to  be  as  follows:  Appleton,  $41,- 
022;  Flint.  S40.300;  Poor,  $41,000. 

President  Hadley's  estimate  of  cost  for  January  i,  1884,  was 
$7,320,000,000.  while  the  Interstate  Commerce  Commission  in  its 
statistical  report  for  1890  returned  the  cost  of  road  as  $7,333,096,000. 
This   was   exclusive   of   cost   of    equipment 

It  will  be  seen  from  this  that  statistics  of  cost  of  railway  plant  and 
equipment  prior  to  1890,  when  the  Interstate  Commerce  Commission 
lirst  presented  complete  official  reports  of  such  costs,  are  scattering, 
incomplete,  and  far  from  reliable.  That  is,  they  were  based  on  in- 
dividual estimates  and  opinions  which,  however  careful  and  intelli- 
gent, are  not  in  the  nature  of  things  as  accurate  as  official  compila- 
tions. Even  the  amounts  showing  cost  of  road  in  the  reports  of  the 
Interstate  Commerce  Commission  are  open  to  the  criticism  that  the 
returns  of  individual  railways  from  which  they  are  compiled  rest  in 
part  on  the  estimates  and  opinions  of  railway  officials  and  not  on 
written  records.  This  criticism  is  especially  applicable  to  the  data 
published  by  the  Commission  in  1890,  which  embodies  for  the  first 
time  these  reports  of  the  railways,  but  it  is  applicable  also  in  greater 
or  less  degree  to  subsequent  data  which  are  built  upon  the  returns 
for  1890. 


37 


Commercial  Value   of  the  Raikvays  by   Geographical  Divisions  and 

States. 

The  United  States  Census  Bureau  made  a  careful  investigation  in 
1904  into  the  commercial  value  of  the  American  railways.  distri1)nlj(l 
according  to  States,  and  the  result  of  its  investigation  is  given  in  the 
following  table. 

Commercial  J'ahtc  of  Railicay  Operating  Property  by  States:    K^o/. 
(Census  Bureau  lUillelin  21,  1905,  page  8.) 

Cointncicial  vnliie  of 
railway  operaliiiK 
^'''''^-  properly  as  of 

June  30,  1904. 

The  United  States $1 1,244.752,000 

North  Atlantic  Division 3,230.781,000 

South  Atlantic  Division 994,035,000 

North  Central  Division 4,346,413,000 

South  Central  Division [,188,851,000 

Western  Division 1,484,672,000 

Alahama $150,211,000 

Arizona 68,356,000 

Arkansas 124,626,000 

Call  fornia 350,694.000 

Colorado 198,261,000 

Connecticut 105,369,000 

Delaware 17,285.000 

District  of  Columbia 5,578,000 

Florida 80,467,000 

Georgia 1 56,603,000 

Idaho 91,877,000 

Illinois 805,057,000 

Indiana 375,541,000 

Iowa 344,847,000 

Kansas 356,356,000 

Kentucky 155.772,000 

T<ouisiana 123,401.000 

Maine 80,146.000 

IMarvl.md 132,342,000 

Massachusetts 250,052.000 

Michigan 277.507,000 

Minnesota 466.734.000 

Mississippi io7,&S4,ooo 

Missouri 309.76S.000 

Montana 196,209,000 

Nebraska 263,170.000 

Nevada 43.7.15.C00 

New  Hampshire 79,786.000 

New  Tersev 313..S68  coo 

New  Mexico 86.400.000 

New  York 898,222.000 

North  Carolina i  i.^-M^.ooo 

North  Dakota 123.^.90,000 


38 


Cummcrcial  J'aluc  of  Railway  Operating  Property  by  States:   1904 — Continued. 

Commercial  value  of 
ctofp  railway  operating 

^'^'^-  property  as  cf 

Juilr  30,  1904. 

Ohio 689,797,000 

Oklahoma 158,073,000 

Oregon 75.66 1  000 

Pennsylvania 1,420,608,000 

Rhode  Island 25,719,000 

South  Carolina 75,500,000 

South  Dakota 49,646,000 

Tennessee 131,166,000 

Texas .■ 237,718,000 

Utah 90.325,000 

Vermont 37,311,000 

Virginia 211,315,000 

Washington 182,837,000 

West  Virginia 201,799,000 

Wisconsin 284,5 10,000 

Wyoming 100,307,000 


BULLETINS  OF  THE 

BUREAU  OF  RAILWAY  ECONOMICS 

(Continued.) 

17.  (Out  of  Print.) 

18.  Capitalization  and  Dividends  of  the   Railways  of  Texas,  Year 

Ending  June  30,  1909. 

19.  Summary  of  Revenues  and   Expenses  of   Steam  Roads   in  the 

United  States  for  June,  191 1., 

20.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  July,  191 1. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of  Revenues  and   Expenses   of   Steam   Roads   in   the 

United  States  for  August,  191 1. 

23.  Analysis  of  the  Accident  Statistics  of  the  Interstate  Commerce 

Commission  for  the  Year  Ending  June  30,  191 1. 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United 

Kingdom,  France,  and  Germany. 

25.  Summary   of  Revenues  and  Expenses   of   Steam   Roads   in  the 

United  States  for  September,  i'9i  i . 

26.  Summary  of   Revenues  and  Expenses  of   Steam   Roads  in  the 

United  States  for  October,  191 1. 

27.  Summary  of  Revenues   and  Expenses  of   Steam   Roads  in  the 

United  States  for  November,  191 1. 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Com- 

pensation during  the  Year  Ending  June  30,  191 1. 
Variations  in  the  Number  of  Railway  Employees,  1909-1910-1911. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to 

Traffic  and  Revenue,  1909-1910-1911, 

29.  Summary  of   Revenues   and   Expenses   of   Steam   Roads  in  the 

United  States  for  December,  191 1. 

30.  Summary  of  Revenues  and  Expenses   of   Steam   Roads  in  the 

United  States  for  January,  1912. 

31.  Railway  Traffic  Statistics,  1900-1910. 

32.  Summary  of   Revenues   and  Expenses  of   Steam   Roads  in  the 

United  States  for  February,  191 2. 

33.  Summary  of   Revenues  and  Expenses  of   Steam  Roads   in  the 

United  States  for  March,  191 2. 

(Continued  on  fourth  page  of  co7''^r  ''• 


BULLETINS  OF  THE 

BUREAU  OF  EAILWAY  ECONOMICS 

(Continued.) 

34.  A  Comparative  Study  of  Railway  Wages  and  the  Cost  of  Living 

in  the  United  States,  the  United  Kingdom,  and  the  Principal 
Countries  of  Continental  Europe, 

35.  Summary  of  Revenues   and   Expenses  of   Steam  Roads  in  the 

United  States  for  April,  19 12. 

36.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the 

United  States  for  May,  1912. 

37.  Summary  of   Revenues  and  Expenses  of   Steam  Roads   in  the 

United  States  for  June,  191 2. 

38.  Summary  of  Revenues  and  Expenses  of   Steam  Roads  in  the 

United  States  for  July,  1912. 

39.  Comparison  of  Capital  Values— Agriculture,  Manufactures,  and 

the  Railways. 


BUREAU  OF  RAILWAY  ECONOMICS 

Established  by  Railways  of  the  United  States 
for  the  Scientific  Study  of  Transportation  Problems 

FRANK  HAIGH   DIXON  JULIUS  H.  PARMELEE 

CHICP  STATISTICIAN  STATISTICIAN 

LOGAN  G.  Mcpherson 

DIRECTOR 


Railways  and  Agriculture 
1900-1910 


Bulletin  No.  45 

WASHINGTON,  D.  C. 

1913 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

1.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1910.     (Monthly  Report  Series,  Bulletin  No.  1.) 

2.  Summary  of  Revenues  ajid  Expenses  of  Steam  Roads  In  the  United  States 

for  August,  1910.     (Monthly  Report  Series,  Bulletin  No.  2.) 

3.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  September,  1910.     (Monthly  Report  Series,  Bulletin  No.  8.) 

4.  A  Comparative  Statement  of  Physical  Valuation  and  Capitalization. 

5.  Preliminary  Bulletin  for  November,  1910 — Revenues  and  Expenses. 

6.  Railway  Traffic  Statistics,  1900-190&.     (See  No.  31.) 

7.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  October,  1910.     (Monthly  Report  Series,  Bulletin  No.  4.) 

8.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  November,  1910.     (Monthly  Report  Series,  Bulletin  No.  5.) 

9.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  December,  1910.     (Monthly  Report  Series,  Bulletin  No.  6.) 

10.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  "States 

for  January,  1911. 

11.  (Out  of  Print) 

12.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  February,  1911.         »  . 

13.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  March,  1911. 

14.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  April,  1911. 

15.  The  Conflict  Between  Fedeya I  and  State  Regulation  of  the  Railways. 

16.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  May,  1911. 

17.  (Out  of  Print) 

18.  Capitalization  and  Dividends  of  the  Railways  of  Texas,  Year   Ending 

June  30,  1909. 

19.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  June,  1911. 

20.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1911. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  August,  1911. 

23.  Analysis  of  the  Accident  Statistics  of  the  Interstate  Commerce  Commis- 

sion for  the  Year  Ending  June  30,  1911. 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United  King- 

dom, France,  and  Germany. 

26.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  September,  1911. 

(Continue  to  page  3  of  cover.) 


Railways  and  Agriculture 
1900-1910 


WASHINGTON.  D.  C. 

March.  1913 


CONTENTS. 

Page 

Summary 5 

Introduction 7 

Comparison  of  Plant 12 

Comparison  of  Aggregate  Output 14 

Comparison  of  Output  Per  Unit  of  Plant 15 

Comparison  by  Geographical  Districts 17 

Conclusion 18 

Crop  Values  and  Purchasing  Power 21 

Service  of  Agriculture  and  the  Railways  in  Relation  to  the 

Population    26 


(3) 


In  the  preparation  of  this  bulletin  use  has  been  made  of  the 
latest  available  official  statistics.  It  is  impossible  to  make  compari- 
sons at  this  time  to  cover  years  subsequent  to  those  indicated. 


(4) 


SUMMARY 

During-  the  last  Census  decade  the  miles  of  main  track  of  the 
railways  increased  at  nearly  double  the  rate  of  increase  in  im- 
proved farm  land,  and  at  three  times  the  rate  of  increase  in  the 
area  devoted  to  crops. 

Measured  in  the  aggregate,  the  output  of  the  railways — ton- 
miles  and  passenger-miles — increased  80  per  cent  and  102  per  cent 
respectively,  while  the  output  of  the  ten  principal  crops  averaged 
an  increase  of  about  9  per  cent. 

While  the  railway  output  per  mile  increased  40  per  cent  and  56 
per  cent  respectively,  the  output  per  acre  of  the  ten  principal 
crops  averaged  a  decrease  of  about  1  per  cent. 

Measured  per  one  thousand  inhabitants,  the  output  and  the 
revenue  of  the  railways — that  is,  the  work  performed  and  money 
received — increased  at  very  nearly  the  same  ratio.  The  output  of 
five  of  the  ten  principal  crops,  however,  measured  per  one  thou- 
sand inhabitants,  decreased  from  5  to  21  per  cent,  while  the  farm 
value  increased  from  37  to  80  per  cent.  The  output  of  the  remain- 
ing five  crops  increased,  in  the  same  relation,  from  one-half  of 
1  per  cent  to  20  per  cent,  while  the  farm  value  increased  from  34 
to  83  per  cent. 

The  increase  in  the  farm  value  of  the  crops  was  at  a  greater 
ratio  than  the  increase  in  the  prices  of  the  staple  commodities. 
For  example,  one  thousand  bushels  of  corn  in  1910  would  pur- 
chase greater  quantities  of  all  commodities  by  52.4  per  cent  than 
would  one  thousand  bushels  of  corn  in  1900,  one  thousand  bushels 
of  wheat  greater  quantities  by  43.8  per  cent,  and  one  thousand 
bales  of  cotton  greater  quantities  by  63.4  per  cent.  One  thousand 
bushels  of  corn  would  purchase  in  1910  75.7  per  cent  more  ton- 
miles  and  87.6  per  cent  more  passenger-miles  than  would  one 
thousand  bushels  in  1900;  one  thousand  bushels  of  wheat  65.8 
per  cent  more  ton-miles  and  77.1  per  cent  more  passenger-miles; 
one  thousand  bales  of  cotton  88.4  per  cent  more  ton-miles  and 
101.1  per  cent  more  passenger-miles. 

Conversely  the  purchasing  power  of  the  receipts  from  one  thou- 
sand ton-miles  in  1910  of  all  commodities  was  13.3  per  cent  less 
than  that  of  one  thousand  ton-miles  in  1900,  and  the  purchasing 
power  of  one  thousand  passenger-miles  was  18.8  per  cent  less. 

(5) 


RAILWAYS  AND  AGRICULTURE. 
1900-1910. 


INTRODUCTION. 

Bulletin  No.  39  of  the  Bureau  of  Railway  Economics,  entitled 
'Comparison  of  Capital  Values — Agriculture,  Manufactures  and 
the  Railways,"  makes  certain  comparisons  that  are  concerned  mainly 
with  the  capital  value  of  these  three  major  industries  of  the  United 
States,  and  the  return  on  capital  in  the  case  of  the  manufacturing 
industry  and  the  railways.  The  statistics  of  the  Interstate  Com- 
merce Commission  and  the  Bureau  of  the  Census  permit  of  a  serv- 
iceable comparison  of  the  return  on  railway  capital  and  manufactur- 
ing capital,  but  there  are  not  available  data  which  would  permit  a 
similar  comparison  with  the  return  on  capital  in  agriculture. 

Official  statistics  do,  however,  record  the  output  of  the  principal 
agricultural  crops,  so  that  the  output  can  be  computed  per  acre. 
This  is  the  unit  of  area  by  which  land  is  measured,  and  in  connection 
v^ith  the  unit  of  output  constitutes  the  basic  unit  for  statistics  of 
the  productivity  of  agriculture,  that  is,  bushels  per  acre,  bales  per 
acre,  etc. 

In  the  case  of  the  railways,  a  mile  of  main  line  track  may  be 
taken  as  the  unit  of  operation  and  together  with  a  unit  of  traffic  as 
constituting  a  basic  unit  for  statistics  of  the  density  of  railway 
traffic.  That  is,  as  one  ton  carried  one  mile,  i.  e.,  a  ton-mile,  is  a 
traffic  unit,  and  one  passenger  carried  one  mile,  i.  e.,  a  passenger- 
mile,  is  also  a  traffic  unit,  the  railway  output  may  be  measured  by 
ton-miles  per  mile  of  main  track,  and  by  passenger-miles  per  mile 
of  main  track. 

The  available  official  data  permit  the  relation  of  the  total  agri- 
cultural output  of  the  country  to  the  total  acreage ;  that  is.  the  land 
under  cultivation  may  be  t^ken  as  one  large  farm.  This  for  the 
purposes  of  the  present  comparison  may  be  considered  the  agricul- 
tural plant. 

The  available  official  data  also  permit  the  relation  of  the  total 
ton-miles  and  the  total  passenger-miles  to  the  total  main  track  of 

(7) 


8 

the  railways ;  that  is,  the  railways  of  the  country  may  be  taken  a5 
one  large  system.  The  total  main  track  for  the  purposes  of  the 
present  comparison  may  be  considered  the  railway  plant. 

It  is  different  with  the  manufacturing  industry.  Because  of  the 
great  diversity  in  the  nature  and  size  of  manufacturing  plants,  the 
kind  of  power  used  by  them,  and  especially  because  of  the  in- 
finite variety  of  the  products,  some  of  which  are  measured  by  the 
yard,  some  by  the  pound  or  ton,  and  some  by  the  dozen,  and  because 
of  other  complications,  it  is  impossible  to  relate  the  entire  manu- 
facturing output  to  the  entire  manufacturing  plant,  except  in  terms 
of  value.    This  is  done  in  Bulletin  No.  39. 

The  present  study  is  a  comparison  of  the  increases  in  the  plani 
and  output  of  agriculture  with  the  increases  in  the  plant  and  the 
output  of  the  railways.  Bushels  and  bales  are  so  different  from 
ton-miles  and  passenger-miles  that  there  cannot  be  any  direct  com- 
parison between  them,  but  it  is  fair  to  compare  in  a  general  way 
the  respective  ratios  of  increase.  That  is,  if  during  an  extended 
period  the  ton-miles  and  the  passenger-miles  per  mile  of  main  track 
have  increased  at  a  substantially  greater  ratio  than  have  the  bushels 
per  acre  or  the  bales  per  acre  of  a  particular  crop,  it  is  fair  to  say 
that  the  railways  have  made  greater  progress  in  efficiency  than  has 
agriculture  as  measured  by  that  particular  crop.  In  this  way,  by 
considering  the  ratios  of  increase  in  the  production  per  acre  of  the 
various  crops,  a  rough  but  significant  and  serviceable  comparison 
of  their  relative  productivity  can  be  made  between  agriculture  and 
the  railways.  Then,  again,  it  is  perhaps  true  that  an  acre  of  even 
the  most  fertile  soil  does  not  have  an  elasticity  of  production  com- 
parable with  the  range  of  traffic  that  can  be  moved  over  a  mile  of 
railway.  The  practice  of  European  agriculture,  however,  demon- 
strates a  vastly  greater  productivity  per  acre  than  has  been  obtained 
in  the  United  States.  Therefore  the  present  comparison  of  the  in- 
crease in  productivity  is  well  within  the  limits  of  practicable  achieve- 
ment." 


"  Light  is  thrown  on  the  possibilities  of  intensive  agriculture  by  the  records 
of  corn  production  per  acre  made  by  farmers  of  the  United  States  under  the 
auspices  of  the  Bureau  of  Plant  Industry  of  -the  Department  of  Agriculture. 
In  a  number  of  instances  over  200  bushels  of  corn  have  been  raised  on  a 
single  acre  of  land,  the  record  for  the  season  of  1912  being  207  bushels. 
Per-acre  yields  of  from  175  to  200  bushels  are  not  uncommon.  These  records 
may  be  contrasted  with  the  average  corn  crop  of  the  United  States  per  acre 
in  1910  of  about  26  bushels.  Over  a  century  ago  one  Paul  Hathaway  raised 
124.5  bushels  of  corn  on  a  single  acre  of  land  in  southern  Massachusetts. 


Within  certain  limitations  increased  productivity  means  increased 
efficiency.  Greater  production  per  unit  of  plant,  other  things  equal, 
means  greater  serviceability  to  the  users  and  consumers  of  the 
product.  There  are  radical  differences  between  industries  however, 
in  the  extent  to  which  the  application  of  human  effort  and  of  ma- 
chinery and  appliances  increases  efficiency  in  this  sense.  Before 
proceeding  to  the  comparison  of  the  relative  productivity  of  the 
railway  and  the  agricultural  industries,  attention  should  be  directed 
to  differences  in  addition  to  those  already  pointed  out. 

In  the  railway  industry  so  large  an  initial  investment  in  fixed 
plant  is  required  in  order  to  operate  at  all,  that  for  a  considerable 
time  after  being  opened  for  traffic  the  plant  is  likely  not  to  be  fully 
utilized,  and  hence  additional  applications  of  labor  and  equipment 
are  rewarded  by  a  more  than  proportionate  increase  in  output.  In 
other  words,  efficiency  tends  steadily  to  increase  up  to  the  time  that 
the  plant  is  completely  utilized.  No  such  large  initial  investment  is 
required  in  agriculture,  and  the  point  is  more  quickly  reached  where 
there  is  even  a  less  than  proportionate  reward  for  each  new  applica- 
tion of  capital  and  labor.  That  the  point  of  diminishing  return  has 
been  reached  in  the  case  of  many  railways  is  undoubtedly  true. 

It  is  frequently  asserted  that  the  farmer  suffers  from  the  dis- 
advantage that  the  quantity  of  land  is  fixed,  and  that  he  cannot 
increase  it  at  will.  This  impression,  only  in  part  true,  probably 
arises  from  the  fact  that  the  governmental  policy  of  free  land  is 
practically  at  an  end,  and  that  if  the  farmer  wants  more  land,  he 
must,  as  does  the  railway  when  it  extends  its  lines,  invest  more 
capital.  There  is  still  opportunity  open  to  the  farmer  to  extend  his 
productive  area. 

But  efforts  to  develop  efficiency  meet  hampering  restrictions  not 
alone  in  agriculture.  Agriculture  is  not  subject  to  such  public  regu- 
lation as  the  railways,  and  in  the  railway  field  much  in  the  way  of 
unproductive  or  relatively  unproductive  investment  is  demanded  in 
the  public  interest.  These  investments,  being  to  a  considerable  de- 
gree beyond  the  control  of  the  railway,  may  hamper  that  develop- 
ment of  physical  plant  which  is  best  fitted  to  handle  traffic  efficiently. 
Again  the  output  of  the  agricultural  plant,  eliminating  natural  forces, 
is  within  the  control  of  the  farmer ;  within  a  practicable  limit  he  can 
produce  as  much  or  as  little  as  he  chooses,  and  hence  the  responsi- 
bility for  a  large  or  a  small  product  per  acre  within  this  limit  is  his 
alone.     The  railway,  on  the  other  hand,  performs  a  service,  is,  there- 


10 

fore,  dependent  upon  patronage  for  its  output,  and  hence  its  output 
is  not  under  its  sole  control.  The  fact  that  it  is  a  service  which  the 
public  are  obliged  to  use  modifies  the  force  of  this  contention,  but 
does  not  remove  the  fact  that  the  intensiveness  of  traffic  depends 
largely  upon  the  volume  of  traffic  offered. 

These  fundamental  differences  in  the  character  of  the  agricultural 
and  railway  industries  would  seem  on  first  thought  to  destroy  the 
value  of  any  comparison  of  their  efficiency.  But  it  must  be  remem- 
bered, as  has  been  said,  that  the  two  industries  are  not  being  com- 
pared directly  with  each  other ;  rather  the  increase  in  the  efficiency 
of  each  is  being  compared  over  a  series  of  years.  The  record  for 
efficiency  of  each  industry  is  compared  at  one  period  with  its  record 
at  another.  Account  is  taken  of  the  degree  in  which  the  plant  of 
agriculture  and  the  plant  of  the  railways  have  been  extended,  of 
the  aggregate  increases  in  output,  of  the  increases  in  output  per  unit 
of  plant,  of  increases  in  value  in  relation  to  output,  and  of  the  rela- 
tion that  extensions  of  plant  and  increases  in  output  bear  to  the 
growth  of  population. 

As  the  census  of  the  United  States  is  taken  decennially  the  com- 
parison cannot  now  be  made  of  any  more  recent  period  than  that 
indicated  by  the  years  1900  and  1910."  It  would  not,  however,  be 
fair  to  utilize  the  results  of  these  two  years  in  this  comparison  be- 
tween the  railways  and  agriculture,  unless  they  were  normal  years 
in  both  industries.  As  to  agriculture  the  following  is  the  opinion 
of  John  L.  Coulter,  expert  special  agent  for  agriculture.  Bureau 
of  the  Census,  expressed  in  an  article  in  the  Quarterly  Journal  of 
Economics  for  November,  19 12: 

"After  a  very  extensive  study  of  climatic  conditions  and  general 
agricultural  conditions  for  the  two  years  thus  necessarily  selected, 
I  am  ready  to  state  my  belief  that  they  were  typical  or  representa- 
tive years,  not  abnormal  in  any  material  respect.  In  some  districts 
conditions  were  exceptionally  bad  or  exceptionally  good  in  1899 
(the  farm  year  covered  by  the  census  of  1900),  and  the  same  was 
true  of  1909   (covered  by  the  census  of  1910).     For  the  United 


"The  agricultural  census  of  1900  was  taken  as  of  the  date  of  June  i,  1900, 
and  that  of  1910  as  of  the  date  of  April  15,  1910.  The  inventory  statistics  of 
these  censuses — statistics  of  farm  land,  improved  land,  livestock,  and  the  like — 
relate  to  the  dates  indicated.  The  crop  statistics  of  each  census  cover  as 
nearly  as  possible  the  preceding  calendar  year — that  is,  the  years  ending  De- 
cember 31,  1899,  and  190Q.  respectively.  All  the  railway  statistics  in  the 
present  study  are  of  fiscal  years  ending  June  30th. 


II 

States  as  a  whole,  and  for  all  crops  which  it  is  possible  to  bring  into 
the  analysis  here  presented,  these  years  are  as  comparable  as  it  is 
possible  to  find  two  years  any  distance  apart." 

It  may  also  be  said  in  a  general  way  that  1900  and  1910  were 
normal  years  for  the  railways  of  the  United  States.  Freight 
traffic  showed  steady  and  continuous  increases  each  year  from 
1897  to  1907,  indicating  that  1900  was  one  of  a  series  of  normal 
years ;  in  1908  and  1909  there  was  a  recession,  but  the  traffic  of 
1910  again  presented  a  growth  over  the  preceding  years.  Passenger 
traffic  increased  steadily  each  year  from  1897  to  1910. 


12 


COMPARISON  OF  PLANT. 

The  physical  plant  of  the  railways  of  the  United  States  comprised 
206,631  miles  of  main  track  in  1900.  By  1910  this  had  grown  to 
266,185  miles,  an  increase  of  59,554  miles,  or  28.8  per  cent. 

Improved  land  in  the  farms  of  the  United  States  amounted  to 
414,498,000  acres  in  1900  and  478,451,000  acres  in  1910,  an  increase 
of  63,953,000  acres  between  1900  and  1910,  or  15.4  per  cent." 

It  is  evident  that  the  railway  plant  has  increased  at  nearly  double 
the  rate  of  the  agricultural  plant.  Additional  light  is  obtained  by 
showing  the  rates  of  increase  separately  for  the  three  principal  dis- 
tricts of  the  United  States — Eastern,  Southern,  and  Western.^ 

Increase  in  Railway  Track  Mileage  and  in  Improved  Farm  Land 
Eastern,  Southern,  and  Western  Districts. 


Item.  1900.  1910. 

Eastern  district : 

Railway  main  track 64,537  75,129 

Improved  farmland...     90,921,000    89,641,000 

Southern  district : 

Railway  main  track. .. .  33,ii7  43.694 

Improved  farm  land...     82,061,000    88,353,000 

Western  district: 

Railway  main  track....  108,977  147,362 

Improved  farm  land...   241,516,000  300,458,000 

<*  Decrease. 


Increase,  1900-1910. 


Amount. 

Per  cent, 

10,592 
1,280,000 

16.4 
d     1.4 

10,577 
6,292,000 

31-9 

7-7 

38.385 
58,942,000 

35-2 
24-4 

o  The  extent  to  which  the  farmer  utilizes  his  plant  is  indicated  by  a  state- 
ment of  the  amount  of  land  devoted  to  crops,  or  aggregate  crop  area.  In 
some  respects  crop  area  better  represents  the  agricultural  plant  than  does  the 
acreage  of  improved  land,  but  as  statistics  of  crop  area  are  not  available  for 
all  agricultural  products,  it  is  not  a  wholly  satisfactory  index.  The  area 
covered  by  the  crops  for  which  acreage  statistics  were  secured  by  the  Census 
Bureau  in  1910  showed  an  increase  of  9.9  per  cent  over  the  area  covered  by 
the  same  crops  in  1900. 

''  The  Eastern  district  comprises  the  New  England  States,  New  York,  New 
Jersey,  Pennsylvania,  Delaware,  Maryland,  the  District  of  Columbia,  Ohio, 
Indiana,  and  Michigan.  The  Southern  district  mcludes  all  the  States  south  of 
the  Potomac  and  Ohio  and  east  of  the  Mississippi  rivers.  The  Western  dis- 
trict comprises  the  States  of  Illinois  and  Wisconsin,  and  all  States  west  of  the 
Mississippi.  As  regards  railway  operation,  the  Eastern  district  corresponds 
very  closely  to  combined  Groups  I,  II.  and  III  of  the  teritorial  classification  of 
the  Interstate  Commerce  Commission ;  the  Southern  district  to  Groups  IV 
and  V  combined;  the  Western  district  to  Groups  VI,  VII.  VIII,  IX,  and  X 
combined.  The  boundaries  of  the  groups  that  lie  along  the  borders  of  these 
districts  do  not  always  follow  state  boundaries;  but  the  districts  specified 
above  so  closely  correspond  to  the  combined  groups  of  the  Interstate  Com- 
merce Commission  that  there  is  no  appreciable  variation  from  strict  com- 
parability. 


13 

Of  the  increase  in  improved  farm  land,  over  nine-tenths  was  in 
the  West,  where  new  lands  are  being  put  into  cultivation  through 
irrigation  and  settlement.  The  South  shows  a  substantial  increase, 
but  in  the  older  and  more  closely  settled  East  there  was  a  decrease. 
The  improved  land  in  the  farms  of  the  United  States  amounts  to 
but  one-half  of  the  total  farm  area.  Although  it  must  be  recognized 
that  a  certain  area  must  always  be  held  out  of  cultivation,  yet  it  is 
clear  that  it  is  not  because  the  farmer  has  no  more  land  to  cultivate 
that  he  has  not  enlarged  his  field  of  operations.  The  increase  in 
railway  trackage  was  distributed  over  the  three  sections  of  the  coun- 
try, the  rate  being  about  twice  as  great  in  the  South  and  West  as  in 
the  East. 

The  conclusion  is  clear  that  the  railways  have  been  extending 
their  plant  with  greater  vigor  than  the  farmers  in  all  sections  of 
the  United  States,  especially  so  in  the  older  sections  of  the  country, 
east  of  the  Mississippi  River. 


14 


COMPARISON  OF  AGGREGATE  OUTPUT. 

Railway  output  in  the  United  States  in  1900  and  1910,  expressed 
in  terms  of  ton-miles  and  passenger-miles,  was  as  follows : 

Output  in —  Per  cent  of  in- 

, • • — .  crease, 

1900.  1910.  1900-1910. 

Ton-miles 141,596,551,000      255,016,910,000  80.1 

Passenger-miles  16,038,076,000        32,338,496,000  101.6 

The  immediate  comparison  in  the  case  of  agriculture  will  be  con- 
cerned with  the  ten  principal  crops,  those  which  enter  into  uni- 
versal use  and  consumption  and  constitute  over  80  per  cent  of  the 
value  of  all  crops — corn,  wheat,  oats,  barley,  rye,  buckwheat,  po- 
tatoes, hay  and  forage,  tobacco,  and  cotton.  The  area  devoted  to 
these  ten  crops  in  1900  aggregated  274,380,000  acres,  while  in  1910 
it  was  297,865,000  acres.  This  area  of  the  ten  crops,  representing 
over  four-fifths  of  the  total  crop  area  of  the  United  States  both  in 
1900  and  1910,  increased  23,485,000  acres  during  the  decade,  or  8.6 
per  cent. 

The  increases  in  the  respective  crops  are  shown  by  the  following 
table : 

Production  in—  Per  cent  of 

t ■ .  increase, 

1900.  1910.  1900-19:0. 

Corn  (bushels) 2,666,324,000  2,552,190,000  '^4-3 

Wheat  (bushels) 658,534,000  683,379,000  3.8 

Oats   (bushels) 943,389,000  1,007,143,000  6.8 

Barley  (bushels) 119,635,000  173.344,000  44.9 

Rye   (bushels) 25,569,000  29,520,000  15.5 

Buckwheat    (bushels) 11,234,000  14,849,000  32.2 

Potatoes  (bushels) 273,318,000  389,195,000  42.4 

Hay  and  forage  (tons) 79,252,000  97,454,000  23.0 

Tobacco  (pounds) 868,113,000  1,055,765,000  21.6 

Cotton  (bales) 9,53S,ooo  10,649,000  11. 7 

<*  Decrease. 

The  rate  of  increase  in  gross  railway  output,  between  1900  and 
1910,  is  shown  to  be  from  80  to  100  per  cent.  The  increase  in 
the  output  of  the  ten  crops  combined,  each  crop  being  assigned  a 
weight  proportionate  to  its  acreage,  was  about  nine  per  cent. 


15 


COMPARISON  OF  OUTPUT  PER  UNIT  OF  PLANT. 

It  may  be  asserted  as  a  general  principle  that  an  increase  in  out- 
put per  unit  indicates  a  gain  in  efficiency. 

However,  this  statement  is  subject  to  qualifications,  for  a  loss  in 
output  per  unit  does  not  always  denote  lowered  efficiency.  Agri- 
culture is  affected  directly  and  railway  operation  indirectly  by 
climatic  changes,  seasonal  variations,  and  calamities  of  one  kind 
or  another — factors  that  can  neither  be  anticipated  nor  controlled. 
The  pushing  of  agriculture  into  new  fields  may  for  a  time  increase 
output  per  unit,  while  the  extension  of  railway  lines  into  new  terri- 
tory may  temporarily  decrease  output  per  unit,  yet  in  neither  case 
does  this  influence  play  any  necessary  part  in  determining  for  the 
time  being  the  actual  efficiency  of  operation. 

With  this  condition  clearly  in  mind,  it  will  be  interesting  to  com- 
pare the  output  of  agriculture  and  railways  per  unit  of  plant. 

Railway  output  per  mile  of  main  track  in  1900  and  in  1910  was 
as  follows: 

Railway  Output  Per  Mile. 

Output  per  mile  of  _„, „,  „i-;_ 

™„!„  .,=„!,  ;„  Per  cent  of  in- 

mam  track  in-  ^^^^^^^ 

1900.  igi^  1900-1910. 

Ton-miles 685,263  958,044  39.8 

Passenger-miles  77 Ml  121,489  56.5 

The  output  per  acre  of  the  ten  crops  in  1900  and  1910  and  the 
rates  of  increase  or  decrease  during  the  decade  are  indicated  in  the 
following  table : 

Output  Per  Acre. 

1900. 

Corn  (bushels) 28.1 

Wheat  (bushels) 12.5 

Oats   (bushels) 31.9 

Barley  (bushels) 26.8 

Rye  (bushels) 12.4 

Buckwheat    (bushels) 13.9 

Potatoes  (bushels) 93.0 

Hay  and  forage  (tons) i . 285 

Tobacco  (pounds) 788.1 

Cotton  (bales) 0. 393 

^  Decrease. 


Per  cent  of  in- 

crease, 1900-1910. 

25-9 

d7.8 

15-4 

23.2 

28.6 

'^10.3 

22.5 

^16.0 

13-4 

8.0 

16.9 

21.5 

106. 1 

14. 1 

r-345 

4.7 

815.3 

V   3-5 

0.332 

^15.5 

i6 

The  rate  of  increase  in  railway  efficiency  from  1900  to  1910, 
measured  by  the  increase  in  traffic  per  mile  of  main  track,  is  shown 
to  be  39.8  per  cent  in  respect  to  ton-miles  and  56.5  per  cent  in 
respect  to  passenger-miles — that  is,  the  increased  efficiency  of  rail- 
way operation  as  a  whole  was  not  less  than  40  per  cent  for  the 
decade.  When  each  crop  is  given  a  weight  proportionate  to  its 
acreage,  it  will  be  found  that  the  average  of  the  increases  and  de- 
creases in  the  output  per  acre  for  the  ten  crops  combined  shows  a 
decrease  of  about  one  per  cent.  None  of  the  ten  crops  shows  as 
great  an  increase  in  output  per  acre  as  40  per  cent,  while  the  out- 
put per  acre  of  four  of  the  ten  crops  decreased. 

The  highest  rate  of  increase  of  any  of  the  ten  crops  was  that 
of  wheat,  the  production  per  acre  increasing  23.2  per  cent.  The 
reason  for  this  increase  should  be  carefully  noted.  Had  the  land 
devoted  to  wheat  remained  the  same  in  quality,  this  would  have 
indicated  a  real  increase  in  output.  But  as  a  matter  of  fact  the  rate 
of  average  increase  is  due  in  part,  probably,  to  the  fact  that  the 
later  year  was  a  somewhat  better  crop  year  for  wheat  than  the 
earlier,  and  in  part,  also,  to  the  withdrawal  of  poorer  wheat  land 
from  wheat  cultivation  in  the  East  and  South  during  the  decade, 
and  the  substitution  of  newer  and  better  for  older  and  poorer  wheat 
land  in  the  West.  In  a  number  of  states  the  extent  of  the  transfer 
of  land  planted  in  wheat  in  1900  to  other  crops  or  to  pasturage  in 
1910  is  very  striking,  and  the  fact  that  in  practically  all  such  states 
the  average  output  of  wheat  per  acre  increased  during  the  decade 
proves  that  it  was  the  poorer  wheat  land  that  was  so  transferred. 
For  example,  the  wheat  area  of  Minnesota  decreased  three  million 
acres  between  1900  and  1910,  or  over  50  per  cent,  while  the  average 
of  wheat  per  acre  rose  from  14.5  bushels  to  17.4  bushels;  in  Ohio 
the  wheat  area  decreased  1,400,000  acres,  or  43  per  cent,  while  the 
average  production  per  acre  rose  from  15.7  bushels  to  16.8  bushels; 
in  Indiana  the  wheat  area  decreased  810,000  acres,  or  28  per  cent, 
while  the  average  per  acre  rose  from  12.  i  bushels  to  16.3  bushels. 
These  examples  can  be  multiplied  to  include  nearly  all  the  states 
whose  wheat  acreage  decreased. 

Buckwheat  production  per  acre  increased  21.5  per  cent;  potato 
production  per  acre  increased  14.1  per  cent;  rye,  hay  and  forage 
and  tobacco  showed  small  increases — less  than  ten  per  cent — while 
in  the  case  of  four  crops — corn,  oats,  cotton,  and  barley — there 
were  decreases  in  production  per  acre.     Without  exception  the  in- 


17 

crease  in  railway  efficiency  between  1900  and  1910,  as  measured 
by  increased  output  per  mile,  seems  to  have  been  greater  than  the 
increase  in  the  efficiency  in  the  production  of  the  ten  crops.  Four 
of  the  crops  decreased  in  output  per  acre,  indicating  not  only  that 
there  was  no  gain  in  efficiency  of  production,  but  probably  an  actual 
loss. 

Comparison  by  Geographical  Districts. 

That  the  same  general  conclusion  is  applicable  to  each  of  the 
three  great  geographical  districts  of  the  United  States — Eastern, 
Southern,  and  Western — is  made  clear  by  the  comparison  given 
below.  Wherever  it  appears  that  one  of  the  three  districts  produced 
less  than  a  tenth  of  the  total  output  of  any  one  of  the  ten  crops,  the 
production  of  that  crop  per  unit  is  not  shown  for  that  district. 

Output  Per  Unit. 

Eastern  District. 

"P^f^  ^^^^  of  in- 
^    ■  ^  crease,  1900-1910. 

Railways : 

Ton-miles  1,162,810  1,664,134  43.1 

Passenger-miles  134,689  191,669  42.3 

Agriculture : 

Corn  (bushels) 36.9  37.3  i.i 

Wheat  (bushels) 13.7  17.3  26.3 

Oats  (bushels) 33.6  29.3  '^  12.8 

Rye    (bushels) 12.9  13.7  6.3 

Buckwheat   (bushels) 14.3  17.5  22.6 

Potatoes  (bushels) 92.0  113. 3  23.2 

Hay  and  forage  (tons) i-i7S  i-305  11.  i 

Tobacco    (pounds) 1004.8  970.8  '^3-4 

Southern  District. 

Railways : 

Ton-miles   516,251        774,487  50.0 

Passenger-miles  45,340         73,762  62.7 

Agriculture : 

Corn  (bushels) 15.7  16.8  7.0 

Tobacco  (pounds) 725.9  767.3  5.7 

Cotton  (bales) 0.395  0.386       '^2.3 

Western  District. 

Railways : 

Ton-miles 453,841  652,486  43.8 

Passenger-miles  53,636  99,860  86.2 

Agriculture: 

Corn  (bushels) 30.9  26.7  "^  13.6 

Wheat  (bushels) 12.8  15.4  20.3 

Oats  (bushels) 33.5  29.7  <^  11.3 

Barley  (bushels) 26.8  22.5  <i  16.0 

Rye   (bushels) 12.8  14.2  11. 4 

Potatoes  (bushels) 97.5  101.9  4.5 

Hay  and  forage  (tons) i-370  1.404  2.5 

Cotton  (bales) 0.390  0.272  '^30.3 

^  Decrease. 


i8 

In  the  Eastern  district  the  gain  in  railway  efficiency  ranged 
above  40  per  cent.  The  efficiency  of  production  of  the  eight  crops, 
which  were  raised  in  sufficient  quantities  in  the  Eastern  district  to 
warrant  comparison  with  the  railways  of  that  district,  without 
exception  increased  at  a  lower  rate  than  the  40  per  cent  of  the  rail- 
ways. 

For  the  Southern  district  comparison  is  made  between  railways 
and  the  three  principal  crops  of  that  district — cotton,  tobacco,  and 
corn.  Railway  efficiency  as  a  whole  increased  something  more  than 
50  per  cent.  The  corn  and  tobacco  crops  show  small  increases  in 
efficiency  measured  by  production  per  acre — less  than  10  per  cent — 
while  the  cotton  crop  shows  a  slight  decrease  in  per-acre  production, 
indicating  no  gain  in  efficiency  of  cultivation  and  handling. 

Comparison  is  offered  for  the  Western  district  between  the  rail- 
ways and  eight  crops.  Railway  efficiency  as  a  whole  may  con- 
servatively be  said  to  have  gained  more  than  45  per  cent.  Of  the 
four  crops  showing  increased  efficiency,  no  one  has  as  high  a  rate 
of  increase  as  this  in  output  per  acre,  and  four  crops  show  de- 
creases in  output  per  acre. 


Conclusion  of  Comparison  of  Output. 

While  emphasis  must  again  be  laid  on  the  fact  that  the  foregoing 
comparisons  are  not  absolute  and  are  at  best  of  the  most  general 
type,  yet  the  constancy  with  which  the  rate  of  increase  in  the  pro- 
duction per  acre  of  the  several  crops  has  lagged  behind  the  rate  of 
increase  in  railway  traffic  per  mile  of  main  track  is  significant. 
The  same  tendency  is  shown  when  attention  is  directed  to  all  the 
crops  of  the  United  States  for  which  returns  of  acreage  and  pro- 
duction for  1900  and  1910  are  available.  The  following  table 
covers  all  the  crops  for  which  the  indicated  data  are  given  in  re- 
ports of  the  Census  Bureau : 


19 

Per  Cent  of  Increase:  1910  over  1900. 

Total  Total 

Crop.  Acreage.         Output. 

Cereals   3.5  1.7 

Other  grains  and  seeds  (beans,  peas,  peanuts, 

and  flaxseed) 24.6  23.4 

Hay  and  forage 17.2  23.0 

Tobacco 17,6  21.6 

Cotton 32.0  II. 7 

Sugar-beets  230.5  395-7 

Sorghum  and  sugar-cane 35.4  29.0 

Broom  corn 82.6  <*  1^.2 

Hemp  '^52.3  ^36-3 

Hops   ''/p.d  '^17-3 

Potatoes  24.8  42.4 

Sweet  potatoes  and  yams 19.3  39.3 

Small      fruits      (strawberries,     blackberries, 

raspberries,  cranberries,  etc.) <i  12.1  ^7-9 

d  Decrease. 

Scrutiny  of  this  table  will  show  that  the  cereal  crops,  to  which 
over  three-fifths  of  the  total  crop  area  is  devoted,  did  not  quite  hold 
their  own.  acreage  increasing  at  a  slightly  higher  rate  than  output. 
The  general  conclusion  warranted  by  the  table,  when  the  importance 
of  each  crop  is  considered  in  connection  with  its  relative  increase 
in  acreage  and  output,  is  that  the  crop  production  of  the  United 
States  increased  at  no  greater  rate  from  1900  to  1910  than  did  the 
crop  area.  The  same  fact  is  presented  from  a  different  angle  by 
the  Census  Bureau  in  the  statement  that  there  was  practically  no 
difference  in  the  average  quantity  of  crops  produced  per  acre  in 
1900  and  1910.  In  contrast  is  the  record  of  the  railways,  in  which 
the  increase  of  28.8  per  cent  in  miles  of  main  track  was  far  less 
than  the  increases  of  80.1  per  cent  in  ton-miles  and  101.6  per  cent 
in  passenger-miles ;  that  is,  the  average  output  per  mile  of  main 
track  in  19 10  was  considerably  greater  than  in  1900. 

That  the  efforts  put  forth  by  the  farmers  of  the  United  States 
during  the  past  decade  have  only  barely  maintained  the  production 
of  crops  at  the  same  level,  without  leading  to  any  appreciable  in- 
crease in  efficiency  of  production,  is  the  opinion  expressed  by  John 
L.  Coulter,  in  the  article  cited  in  the  introduction.  He  says :  "It  is 
true  that  the  hope  has  been,  and  I  believe  I  may  say  that  the  belief 
has  been,  that  agriculture  was  increasing  rapidly,  if  not  keeping 
pace  with  the  increase  of  population.  The  people  of  the  United 
States  have  been  more  than  willing  to  supply  the  Department  of 
Agriculture,    State   agriculture   experiment    stations,    and   a   great 


20 

variety  of  agricultural  schools,  colleges,  and  lecturers  with  all  of  the 
funds  necessary,  believing  that  all  this  pointed  towards  a  larger  pro- 
duction of  goods  as  a  basis  for  the  food,  beverage,  and  clothing 
supply  of  our  people.  Hundreds  of  millions  of  dollars  have  been 
expended  for  this  purpose.  It  may  seem  that  this  expenditure  has 
been  in  vain,  since  the  average  production  of  agriculture  has  not 
increased.  But  without  it  doubtless  there  would  have  been  far- 
reaching  decreases  due  to  depreciation  of  the  soil  and  failure  of  the 
farmers  to  maintain  the  average  production  secured  when  they  first 
took  charge.  Tho  hundreds  of  millions  of  pages  of  literature  have 
been  distributed  among  farmers;  only  a  small  percentage  has  act- 
ually been  read,  and  only  a  small  percentage  of  that  read  has  been 
put  into  practice.  It  has  taken  almost  all,  if  not  all,  of  the  educa- 
tion which  has  reached  the  farmers  to  date  to  prevent  any  down- 
ward movement  in  the  quantity  produced  per  acre  of  land  actually 
cultivated." 


21 


CROP  VALUES  AND  PURCHASING   POWER. 

In  the  light  of  this  agricultural  record,  which  shows  an  absence 
of  increased  efficiency  in  crop  production,  it  is  of  interest  and  sig- 
nificance to  note  the  extraordinary  increase  in  agricultural  prices 
and,  in  consequence,  of  the  capital  value  of  the  agricultural  in- 
dustry. 

According  to  the  United  States  Department  of  Agriculture  the 
average  value  of  an  acre's  output  of  the  ten  important  crops  of 
the  United  States  was  $9.13  in  1899  and  $15.51  in  191 1,  an  in- 
crease of  $6.38,  or  69.9  per  cent. 

The  details  for  each  individual  crop  are  as  follows : 

Q  Value  of  an  acre's       Per  cent  of  iii- 

^'  output,  191 1.  crease  over  1899. 

Corn   

Wheat  

Oats 

Barley 

Rye 

Buckwheat 

Potatoes  

Hay   

Tobacco 

Cotton 

Compared  with  the  prices  of  things  which  farmers  buy,  the  pur- 
chasing power  of  the  crop  of  an  average  acre  was  greater  in  191 1 
than  in  1899  by  41.6  per  cent.  In  other  words,  while  there  has  been 
an  increase  in  the  market  prices  of  such  commodities  as  the  farmer 
purchases  in  considerable  quantity,  the  increase  in  the  prices  he 
receives  for  his  crops  has  been  so  much  greater  that  his  purchasing 
power  has  been  increased  in  considerably  greater  proportion.  Ex- 
pressing this  situation  in  terms  of  the  several  important  crops,  the 
purchasing  power  of  an  average  acre's  output  of  corn  in  191 1  was 
50.7  per  cent  greater  than  in  1899;  that  of  an  average  acre's  output 
of  wheat  was  30.2  per  cent  greater  than  in  1899;  that  of  an  average 
acre's  output  of  cotton  was  32.3  per  cent  greater  than  in  1899. 

This  comparison  of  a  farmer's  purchasing  ability  at  different 
periods  has  been  carried  a  step  further  by  the  Department  of  Agri- 
culture, to  apply  to  specific  commodities  purchased  and  used  by  the 
farmers  of  the  United  States.  While  many  of  these  commodities 
vary  widely  in  grade,  quality,  or  size,  that  grade  or  quality  has  in 


$14.79 

73.8 

10.96 

50.1 

10.98 

38.3 

18.38 

70.2 

12.96 

105. 1 

15-29 

97-5 

64.60 

78.1 

11.38 

II. 8 

84.13 

61.7 

20.32 

52.3 

22 

each  case  been  selected  which  represents  what  is  most  generally  sold 
to  farmers,  and  the  comparisons  from  year  to  year  are  always  of 
retail  prices  of  the  same  grades  or  qualities. 

The  following  table  shows  the  increase  in  purchasing  power  in 
191 1  over  that  of  1899  of  the  output  of  the  average  acre  of  corn., 
wheat,   cotton,  and   of   all   crops,   respectively,   in   terms   of  these 
specific  commodities. 

Per  Cent  of  Increase,  191  i  over  1899,  in  the  Purchasing  Power 

of  these  Commodities—  By  an  average  acre's  output  of- 

Corn.         Wheat.      Cotton.     All  crops. 

Coal-oil 112  83  86  99 

Coffee   II  <^   4  ^3  4 

Flour 2>2>  20  18  25 

Lard  25  8  10  18 

Salt 44  23  26  35 

Sugar  37  i9  20  29 

Tin  pails 63  41  43  S3 

Overalls 30  13  M  23 

Calico 33  IS  16  25 

Axes 60  38  40  50 

Nails  68  45  47  S8 

Shovels   S7  37  38  48 

Steel  wire 70  47  49  60 

Hose 46  26  27  37 

Lime 47  28  29  38 

Paints 9  ^7  ^4  4 

Twine  71  48  50  61 

Stoves 51  30  32  42 

Harness 45  20  22  30 

Wagons— single    55  34  35  46 

Wagons— double 42  23  24  33 

<'  Decrease. 

The  21  representative  commodities  entered  in  this  table  were 
taken  from  a  list  of  83  commodities  in  the  report  of  the  Department 
of  Agriculture.  Between  1899  and  191 1  the  purchasing  power  of 
the  output  of  the  average  acre  of  crops  increased  in  the  case  of  82 
of  these  83  staple  commodities — that  is,  the  price  received  for  an 
average  acre's  crop  rose  at  a  greater  rate  than  the  price  paid  for 
these  commodities.  The  only  commodity,  the  price  of  which  rose 
faster  than  the  prices  of  agricultural  products,  was  brooms.  This 
increase  in  the  purchasing  power  of  the  farmer  took  place  in  face  of 
the  fact  that  the  prices  of  79  of  the  83  commodities  advanced. 


^3 

Power  of  Average  Acre's  Crop  to  Purchase  Transportation 

The  amount  of  transportation  purchasable  by  the  output  of  an 
average  acre  of  these  same  crops  in  1899  and  191 1  is  shown  in  the 
following  table : 


• 

Corn . 

Wheat. 

Cotton. 

All  crops. 

Ton-miles 

Passenger-miles 

1899 

1 175 
442 

1911 

1954 
749 

1899 

ioc8 
379 

1911 

1448 
555 

1899 

1843 
693 

I9II 

2684 
1029 

1899 

1261 
474 

191 1 

2049 
786 

The  percentages  of  increase  in  the  amounts  of  transportation 
purchasable  with  the  average  output  of  an  acre  are  as  follows: 

Corn.  Wheat.  Cotton.  All  crops. 

Ton-miles   66.3  43.7  45.6  62.5 

Passenger-miles    69.5  46.4  48.5  65.8 

Purchasing  Power  ok  1,000  Crop  Units  and  1,000  Traffic  Units 

Taking  the  purchasing  power  of  the  farm  value  in  1900  of  1,000 
bushels  of  the  crops  indicated,  and  of  1,000  bales  in  the  case  of  cot- 
ton, as  100,  the  relative  quantities  of  the  commodities  named  below 
purchasable  at  wholesale  with  1,000  bushels  of  the  same  crops  and 
1,000  bales  of  cotton  in  1910  are  as  indicated  in  the  following  table: 

Relative  Purchasing  Power  in   1910 

of  these  commodities.  By  i, coo  bushels  of— 

Seven  r^^n^^ 

Corn.  Wheat.  food  ,v°,    °> 

(bales.) 
crops.  ^  ' 

Farm  products 120.7  114. 0  100. 1  129.5 

Food 146.9  138.7  121. 9  157.5 

Cloths  and  clothing 156.7  147-9  130.0  168.0 

Fuel  and  lighting i75-o  165.2  145.  i  187.6 

Metals  and  implements 170.2  160.6         .  141. 2  182.5 

Lumber  and  building  materials i37.o  129.4  ii3-7  i47-o 

Drugs  and  chemicals 179-4  169.4  148-9  192-4 

House-furnishing  goods 172.5  162.9  I43-I  185.0 

Miscellaneous 149-7  141-3  124.2  160.5 

All  commodities 152.4  143-8  126.4  163.4 

Ton-miles 175.7  165.8  145.7  188.4 

Passenger-miles  187.6  i77-i  155-6  201. i 


Taking  the  purchasing  power  of  the  receipts  of  the  railways  from 
1,000  ton-miles  and  1,000  passenger-miles  in  1900  as  100,  the  relative 
quantities  of  the  commodities  named  below  purchasable  at  whole- 
sale with  1,000  ton-miles  and  1,000  passenger-miles  respectively  in 
1910  are  as  indicated  in  the  following  table : 


24 


Relative  Purchasing  Power  in  1910 

Of  these  commodities.  By  the  Receipts  from — 

.,  1,000  passen ger- 

1,000  ton-nulrs.  jLji^o 

miles. 


Farm  products 

Food 

Clothes  and  clothing 

Fuel  and  lighting 

Metals  and  implements , 

Lumber  and  building  materials, 

Drugs  and  chemicals 

House-furnishing  goods 

Miscellaneous 

All  commodities , 


1900. 


100 
100 
100 
100 
100 
100 
100 
100 
100 

100 


1910. 


1900. 


68.7 
83.6 
89.2 
996 
96.9 
78.0 
102. 1 
98.2 
85-2 

86.7 


100 
100 
100 
100 
100 
100 
100 
100 
100 

100 


1910. 


644 
78.3 
83-5 
93  3 
90.7 

73-1 
95-7 
92.0 

79.8 
81.2 


The  purchasing  power  of  the  value  of  1,000  bushels  of  corn  has 
risen  from  100  in  1900  to  152.4  in  1910,  an  increase  of  52.4  per  cent; 
similarly  the  purchasing  power  of  wheat  has  risen  from  100  to  143.8, 
or  43.8  per  cent ;  the  purchasing  power  of  cotton  has  risen  from  100 
to  163.4,  or  63.4  per  cent ;  the  purchasing  power  of  the  seven  prin- 
cipal food  crops,  covered  by  earlier  tables,  has  risen  from  100  to 
126.4,  or  26.4  per  cent.  The  purchasing  power  of  the  receipts  from 
1,000  ton-miles  has  fallen  from  100  in  1900  to  86.7  in  1910,  a  de- 
crease of  13.3  per  cent;  the  purchasing  power  of  the  receipts  from 
1,000  passenger-miles  has  fallen  from  100  in  1900  to  81.2  in  1910, 
a  decrease  of  18.8  per  cent.  These  statistics  have  reference  to  pur- 
chasing power  in  general — i.  e.,  power  to  purchase  all  commodities. 
When  specific  groups  of  commodities  are  considered,  such  as  food, 
clothing,  and  the  like,  it  is  perceived  that  the  purchasing  power  of 
the  various  crops  indicated  largely  increased  during  the  decade, 
while  the  power  of  the  receipts  from  ton-miles  and  passenger- 
miles  to  purchase  these  same  commodities  with  but  one  exception 
decreased. 

The  increase  in  the  purchasing  power  by  crops  of  transportation 
is  of  course  explained  by  the  fact  that  in  contrast  to  the  rapid  in- 
crease in  the  average  value  of  farm  products  during  the  period, 
there  has  been  no  more  than  a  slight  variation  in  average  receipts 
per  ton-mile  and  in  average  receipts  per  passenger-mile. 


25 

Correlative  with  the  increase  in  value  of  farm  crops,  and  in  large 
measure  as  a  direct  result  of  such  increase,  the  value  of  farm  prop- 
erty greatly  increased  during  the  decade  ending  in  1910.  This 
value  as  a  whole,  including  land,  buildings,  implements  and  ma- 
chinery, and  livestock,  increased  100.5  per  cent,  or  practically  dou- 
bled. The  value  of  farm  land  alone  increased  118.1  per  cent,  an 
increase  in  average  value  per  acre  of  108.1  per  cent.  In  the  same 
period  the  cost  of  road  and  equipment  of  the  railways  increased  40.2 
per  cent,  their  gross  capitalization  increased  60.3  per  cent,  and  their 
net  capitalization  increased  63.3  per  cent. 

Note. — In  the  preceding  paragraphs  retail  prices  as  computed  by  the  Depart- 
ment of  Agriculture  have  been  used  for  the  comparison  between  1899  and 
1911.  The  fact  that  such  prices  were  not  computed  for  1900  compels  the 
utilization  of  wholesale  prices  for  the  comparison  between  1900  and  1910  . 


26 


SERVICE  OF  AGRICULTURE  AND  THE  RAILWAYS   IN 
RELATION  TO  THE  GROWTH  OF  POPULATION. 

There  is  another  basis  upon  which  the  comparison  of  the  devel- 
ment  and  efficiency  of  the  great  industries  that  serve  the  people  of 
this  country  should  be  made ;  this  is  in  relation  to  the  growth  of  the 
population.  That  is,  as  the  service  of  agriculture  and  the  railways 
is  to  the  whole  people,  it  is  appropriate  and  significant  to  measure 
that  service  in  relation  to  the  population  to  which  it  is  rendered." 
For  example,  the  production  of  25,000,000  more  bushels  of  wheat 
in  1910  than  in  1900  might  seem  a  gratifying  increase.  But  an  ad- 
dition of  sixteen  million  to  the  population  reduced  the  per  capita 
supply  in  1910  to  eighty-six  per  cent  of  what  it  was  in  1900.  And 
so  also  should  facilities  of  the  railways  be  measured.  There  was 
an  increase  of  25  per  cent  in  the  miles  of  line,  29  per  cent  in 
the  miles  of  main  track,  and  36  per  cent  in  the  miles  of  all  tracks 
between  1900  and  1910.  But  if  the  comparison  be  made  in  relation 
to  the  population  we  find  that  in  1900  there  were  2.53  miles  of  line 
for  each  one  thousand  inhabitants,  and  in  1910  2.62  miles  of  line,  an 
increase  in  proportion  to  population  of  only  3.4  per  cent.  Miles  of 
main  track  on  the  same  basis  increased  6.4  per  cent,  and  the  miles 
of  all  tracks  12.3  per  cent. 

The  following  tables  bring  out  the  ratio  of  increase  in  plant  and 
output  of  the  agricultural  industry  and  in  the  plant  and  output  of 
the  railways  in  relation  to  the  population. 


"  Part  of  the  crops  are  exported  and  part  of  the  traffic  of  the  railways  is 
for  export.  As  exported  products  are  bartered  for  imports,  or  enter  into  the 
settlement  of  international  balances,  it  is  not  considered  unfair  to  include 
the  export  traffic  in  the  aggregates  of  production  and  service  that  are  related 
to  the  population. 


27 


Acreage  of  Agriculture  per  i,ooo  Inhabitants. 


(Ten  Principal  Crops.) 


I  goo. 


Corn  1,248.9 

Wheat 692.0 


Oats 
Barley  .... 

Rye  

Buckwheat 
Potatoes  .. 

Hay  and  forage 811 .8 

Tobacco  14.5 

Cotton    3194 


388.7 
58.8 
27.0 
10.6 
38.7 


1910. 

1,069 
481 
382 

83 

23 
9 

39 
78s 

14 
348 


Per  cent  of 
increase. 

d  30. 

d     I. 

42. 

J  II. 


'4 
5 

■  7 

3 

•  7 


d  10. 1 
31 


d 

d 


3-2 
2.9 
9.1 


d  Decrease. 


Track  and  Equipment  of  the  Railways  per  1,000  Inhabitants. 


igoo. 

2.534 
2.719 

3-405 
.496 
"  10,112.6 

17.97 

Freight  car  capacity   (tons) "556-5 

Passenger  cars  (number) .457 


Miles  of  line 

Miles  of  main  track 

Miles  of  all  track 

Locomotives  (number) 

Locomotive  tractive  power  (lbs.). 
Freight  cars  (number) 


,„,„  Per  cent  o( 

'9'°-  increase. 

2.619 
2.894 


3.825 
.641 
17,275.8 
23.21 
832.6 
.5^2 


3-4 
6.4 
12.3 
29.2 
70.8 
29.2 
49.6 
12.0 


1902. 


The  acreage  of  seven  of  the  ten  crops  under  consideration  de- 
creased between  1900  and  1910  in  relation  to  the  population.  These 
crops  were  corn,  wheat,  oats,  rye,  buckwheat,  hay  and  forage,  and 
tobacco.  The  remaining  three  crops  show  increases  in  acres  planted 
per  thousand  inhabitants,  namely,  barley,  potatoes,  and  cotton.  The 
acreage  of  these  three  crops  with  the  exception  of  cotton  is  com- 
paratively small.  All  the  track  and  equipment  factors  of  railway 
operation  in  the  United  States  increased  between  1900  and  1910  in 
relation  to  population.  The  increases  in  mileage  have  already  been 
indicated.  Locomotives  per  thousand  inhabitants  increased  29.2 
per  cent  and  the  tractive  power  of  locomotives  70.8  per  cent ;  freight 
cars  per  thousand  inhabitants  increased  29.2  per  cent  and  their  ca- 
pacity in  tons  49.6  per  cent,  while  passenger  cars  per  thousand  in- 
habitants increased  12  per  cent. 

The  next  two  tables  present  the  increase  or  decrease  in  output  of 
agriculture,  and  the  increase  in  output  of  the  railways,  in  relation 
to  population,  during  the  decade  1900  to  1910. 


28 


Output  of  Agriculture  per  i,ooo  Inhabitants. 
(Ten  Principal  Crops.) 

1900. 

Corn  (bushels) 35.085-7 

Wheat  (bushels) 8,665 

Oats   (bushels) 12,413 

Barley  (bushels) i,574 

Rye    (bushels) 336 

Buckwheat   (bushels) 147 

Potatoes  (bushels) 3.596 

Hay  and  forage  (tons) 1,042 

Tobacco  (pounds) 1 1,423 

Cotton  (bales) 125. 

(^  Decrease. 

Output  of  the  Railways  per  1,000  Inhabitants. 

1900.  1910. 


Per  cent  of 

increase. 

7 

27,749.6 

^20.9 

•5 

7,430.3 

'^^4-3 

•9 

10,950.5 

dll.8 

•3 

1,884.7 

.,^9-7 

•5 

321.0 

<i    4-6 

.8 

161. 5 

9.2 

•S 

4,231.7 

17.7 

•9 

1,059.6 

1.6 

•4 

11,479.2 

0.5 

5 

II5-8 

d  7.7 

Per  cent  of 
increase. 


Ton-miles   1,863.256        2,772.759  48.8 

Passenger-miles  211,042  35i,6ii  66.6 

The  output  of  five  of  the  ten  crops  increased  in  relation  to  popu- 
lation during  the  ten  years  ending  1910.  The  largest  increase  per 
thousand  inhabitants  was  that  of  barley,  which  was  19.7  per  cent. 
Potato  production  per  thousand  inhabitants  increased  17.7  per  cent, 
and  the  production  of  buckwheat,  hay  and  forage,  and  tobacco  less 
than  ten  per  cent.  The  remaining  five  crops  decreased  in  output 
as  related  to  population,  rye  showing  a  decrease  of  4.6  per  cent  per 
thousand  inhabitants,  cotton  of  y.y  per  cent,  oats  of  11.8  per  cent, 
wheat  of  14.3  per  cent,  and  corn  of  20.9  per  cent.  The  output  of 
the  railways  for  the  same  period  increased  per  thousand  inhabitants, 
ton-miles  by  48.8  per  cent  and  passenger-miles  by  66.6  per  cent. 

The  value  of  the  output  of  these  ten  crops  and  of  that  of  the  rail- 
ways in  relation  to  population  is  shown  in  the  next  two  tables. 
Value  in  the  case  of  agriculture  is  the  farm  value,  that  is,  the  esti- 
mated price  at  the  farm  for  the  crops.  In  the  case  of  the  railways 
value  represents  the  receipts  for  handling  traffic,  and  is  expressed  in 
terms  of  freight  and  passenger  revenue. 


29 


Value  of  the  Ten  Crops  i-er  1,000  Inhabitants. 


1900. 

Corn $10,898 

Wheat  4,868 

Oats  2,857 

Barley  548 

Rye 162 

Buckwheat 76 

Potatoes  1,295 

Hay  and  forage 6,372 

Tobacco 750 

Cotton  4,260 


1910. 

$15,641 
7,151 
4,509 
1,005 
222 
101 
1,810 
8,959 
1,134 
7.650 


Per  cent  of 
increase. 


43 
46 
57 
83 
il 
34 
39 
40 

51 
79 


Value  of  Output  op  the  Railways  per  1,000  Inhabitants. 


Freight  revenue $13,807        $20,936  51.6 

Passenger  revenue 4,260  6,839  60.6 

The  average  value  of  the  ten  crops  per  thousand  inhabitants  in- 
creased 50.2  per  cent.  It  should  be  noted  that  this  relative  increase 
in  the  farm  value  of  crops  has  been  due  entirely  to  the  increased 
prices  received  by  farmers.  The  five  crops  that  relatively  increased 
in  quantity  increased  in  value  at  a  far  greater  ratio,  and  the  value  of 
the  remaining  five  crops  materially  increased,  notwithstanding  the 
decrease  in  quantity.  In  the  case  of  the  railways,  however,  the  in- 
crease in  revenues  per  thousand  inhabitants  is  about  the  same  as  the 
increase  in  ton-miles  and  passenger-miles,  indicating  that  the  in- 
creased revenues  were  due  almost  entirely  to  the  increase  in  traffic. 
This  contrast  is  presented  graphically  on  the  next  page. 


30 


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31 

The  foregoing  diagram  presents  output  and  value  in  relation  to 
population.  The  situation  in  detail  in  respect  to  three  of  the  most 
important  crops  is  as  follows : 

The  cotton  production  in  1900  was  of  125.5  bales  per  thousand 
inhabitants;  in  1910  it  was  1 15.8  bales,  a  decrease  in  the  quantity 
of  cotton  per  thousand  inhabitants  of  J.J  per  cent.  The  value  of 
the  cotton  crop,  however,  which  was  $4,260  per  thousand  persons 
in  1900,  had  risen  to  $7,650  in  1910,  an  increase  of  79.6  per  cent. 
That  is,  while  cotton  production  had  fallen  off  J.J  per  cent  per 
inhabitant,  the  value  of  the  product  had  increased  79.6  per  cent  per 
inhabitant. 

There  were  produced  in  190G  8,666  bushels  of  wheat  per  thou- 
sand inhabitants,  while  in  1910  there  were  produced  but  7,430, 
a  falling  off  in  bushels  per  thousand  inhabitants  of  14.3  per  cent. 
The  value  of  the  wheat  crop,  however,  that  was  $4,868  per  thou- 
sand inhabitants  in  1900,  had  risen  to  $7,151  in  1910,  an  increase  of 
46.9  per  cent.  That  is,  while  the  wheat  crop  had  decreased  14.3 
per  cent  per  inhabitant,  its  value  increased  46.9  per  cent  per  inhab- 
itant. 

The  corn  crop  amounted  in  1900  to  35,086  bushels  per  thousand 
inhabitants,  but  had  dropped  by  19 10  to  27,750  bushels,  a  decrease 
in  quantity  of  20.9  per  cent.  The  value  of  the  corn  crop,  however, 
that  was  $10,898  per  thousand  inhabitants  in  1900,  was  $15,641  in 
1910,  an  increase  of  43.5  per  cent.  That  is,  while  the  quantity  of 
the  corn  crop  had  fallen  off  20.9  per  cent  per  inhabitant,  its  value 
had  increased  43.5  per  cent  per  inhabitant. 

An  incidental  point  in  this  connection  is  that  the  railways  are 
dependent  to  a  very  great  extent  on  the  farm  products  of  the  coun- 
try for  their  traffic. 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

(Continued  from  page  2  of  cover.) 

26.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  October,  1911. 

27.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  November,  1911. 

28.  Efifect  of  Recent  Wage  Advances  upon  Railway  Employees'  Compensation 

during  the  Tear  Ending  June  30,  1911. 
Variations  In  the  Number  of  Railway  Employees,  1909-1910-1911. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to  TraflBc 

and  Revenue,  1909-1910-1911. 

29.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  December,  1911. 

30.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  January,  1912. 

31.  Railway  Traffic  Statistics,  1900-1910. 

32.  Summary  of  Revenues  and  Exiienses  of  Steam  Roads  In  the  United  States 

for  February,  1912. 

33.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  March,  1912. 

34.  A  Comparative  Study  of  Railway  Wages  and  the  Cost  of  Living  In  the 

United  States,  the  United  Kingdom,  and  the  Principal  Countries  of 
Continental  Europe 

35.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  April,  1912. 

36.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  May,  1912. 

87.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 
for  June,  1912. 

38.  Summarv  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  July,  1912. 

39.  Comparison  of  Capital  Values — ^Agriculture,  Manufactures,  and  the  Rail- 

ways. 

40.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  Stated 

for  August  11912. 

41.  Summary  of  Revenues  and  Expenses  of  Steara  Roads  In  the  United  States 

for  September,  1912. 

42.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  October,  1912. 

43.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  November,  1912. 

44.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  State* 

for  December,  1912 

46.  Railways  and  Agriculture.  1900-1910. 


BUREAU  OF  RAILWAY  ECONOHICS 


Established  by  Railways  of  the  United  States 
for  the  Scientific  Study  of  Transportation  Problems 


LOGAN  G.  Mcpherson  frank  haigh  dixon 

DIRECTOR  STATISTICIAN 


The  Arguments  For  and  Against 
Train-Crew  Legislation 


BuUelin  No.  53 

WASHINGTON.  D.  C. 

1913 


BULLETINS  OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

1.  Snminary  of  Revennea  and  Expenses  ef  Steam  Roads  In  the  United  States 
for  July,  1810.     (Monthly  Report  Series,  Balletin  No.  1.) 

S.  Biunmary  of  Revennes  and  Expenses  of  Steam  Roads  In  the  United  States 
for  Angnst,  1910.     (Monthly  Report  Series,  Balletin  No.  2.) 

B.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  September,  1910.     (Monthly  Report  Series,  Balletin  No.  a) 

4.  A  Oomparative  Statement  of  Physical  Valaation  and  Oapitalization. 

B.  Preliminary  Balletlm  for  November,  1910 — Revenues  and  Expenses. 

e.  Railway  Traffic  Statistics,  1900-1909.     (See  No.  81.) 

7.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  Ck:tober,  1910.     (Monthly  Report  Series,  Bulletin  No.  4.) 

8.  SuQunary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  November,  1910.     (Monthly  Report  Series,  Bulletin  No.  5.) 

B.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  December,  1910.     (Monthly  Report  Series,  Bulletin  No.  6.) 

10.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  January,  1911. 

11.  (Out  of  Print) 

12.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  February,  1911. 

18.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  March,  1911. 

14.  Summary  of  Revenues  and  Exp^ises  of  Steam  Roads  in  the  United  States 
for  April,  1911. 

16.  The  Conflict  Between  Federal  and  State  Regulation  of  the  Railways. 

10.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  May,  1911. 

17.  (Out  of  Print) 

18.  (Out  of  print) 

19.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  June,  1911. 

20.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1911. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of  Reveuues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  August,  1911. 

23.  (Out  of  print) 

34.  CJomparative  Railway  Statistics  of  the  United  States,  the  United  King- 
dom,  France,  and  Germany. 

26.  Summary  of  Revenues  and  Bixpenses  of  Steam  Roads  in  the  United  States 
for  September,  1911. 

26.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  October,  1911. 

27.  Summary  of  Revennes  and  Expenses  ©f  Steam  Roads  In  the  United  States 

for  November,  1911. 

(Continued  to  page  E  of  cover.) 


The  Arguments  For  and  Against 
Train-Crew  Legislation 


WASHINGTON.  D.  C. 
Oclober.  1913 


CONTENTS. 


Page 

Introduction 3 

Changing  Conditions  of  Train  Operation 6 

Development  of  Air-Brakes  and  Automatic  Couplers 7 

Increase  in  Trainloads 9 

Train  Crews  under  Present  Conditions 11 

Passenger  Service 1 1 

Freight  Service 12 

Effects  of  Train-crew  Legislation 15 

Increase  of  Operating  Expenses 15 

Issues  Involved  in  Train-crew  Legislation 18 

Number  of  Trainmen  for  Work  Performed 20 

Train  Crews  and  Accidents 23 

Accidents  to  Trainmen  during  Year  1912 23 

In  Connection  with  Train  Operation 23 

In  Connection  with  Train  Accidents 25 

Accidents  to  Trainmen  from  1901  to  1912 26 

Accidents  to  Long  Freight  Trains 30 

Accidents  to  all  Persons 31 

Train-crew  Legislation  as  Affecting  the  Provision  of  Safety 

Appliances    33 

Train-crew  Legislation  Vetoed  by  Governors 34 

Governor  Cruce's  Veto  Message — 19 13 34 

Governor  Hughes'  Veto  Message — 1907 35 

Governor  Dix's  Veto  Message — 191 1 36 

Governor  Foss's  Veto  Message — 1912 36 

Addendum 37 


INTRODUCTION. 

Within  recent  years,  numerous  bills  to  regulate  the  number  of  men 
that  railways  must  employ  in  their  train  crews  have  been  introduced 
in  the  state  legislatures  and  in  Congress.  These  measures  are  com- 
monly known  as  "full-crew  bills."  They  specify,  sometimes  the 
number  of  men  that  must  be  employed  on  passenger  trains ;  some- 
times the  number  of  men  that  must  be  employed  on  freight  trains; 
sometimes  the  number  that  must  be  employed  in  switching  service ; 
and  sometimes  the  number  that  must  be  employed  in  all  of  these 
classes  of  service.  Such  measures  have  become  laws  in  twenty 
States,  namely,  Arizona,  Arkansas.  California,  Connecticut.  Indi- 
ana, Maryland,  Missouri,  Nebraska,  Maine,  Nevada,  New  Jersey, 
New  York,  North  Dakota,  Ohio,  Oregon,  Pennsylvania,  South  Caro- 
lina, Texas,  Washington,  and  Wisconsin.  In  some  cases  they  merely 
require  the  employment  of  the  number  of  men  that  it  is  customary 
for  the  railways  to  employ,  existing  practice  not  being  affected.  In 
at  least  twelve  States  these  laws  compel  the  employment  of  addi- 
tional men.  Within  the  last  four  years,  eight  bills  have  been  pre- 
sented in  Congress,  each  of  which  would  have  compelled  the  em- 
ployment of  more  men ;  but  no  federal  train-crew  law  has  yet  been 
enacted. 

The  first  efforts  to  secure  train-crew  legislation  date  back  a  num- 
ber of  years,  and  these  efforts  have  been  continued  with  great  energy 
and  perseverance.  For  example,  a  bill  was  introduced  in  the  Massa- 
chusetts Legislature  in  1902  and  defeated.  It  was  again  introduced 
in  1903  and  1904  and  defeated  in  both  years.  It  reappeared  in  1908. 
On  this  occasion  the  legislature  referred  the  whole  matter  to  the 
State  Railroad  Commission  for  investigation.  The  commission, 
after  inquiry,  reported  that  if  the  officers  of  the  railways  would  see 
that  the  provisions  of  the  Standard  Code  of  operating  rules  were  en- 
forced, and  make  some  changes  in  methods  locally,  legislation  would 
be  unnecessary.  The  bill  was  again  introduced  in  1909  and  defeated. 
It  was  again  introduced  in  1912,  and  this  time  was  passed  by  both 
houses.  Governor  Foss  vetoed  it ;  whereupon  an  unsuccessful  at- 
tempt was  made  to  pass  it  over  his  veto.  Later,  the  Board  of  Rail- 
road Commissioners  issued  several  recommendations  regarding  the 
manning  of  trains,  with  which  all  the  roads  at  once  complied. 

(3) 


Both  state  and  federal  bills  have  been  introduced  from  time  to 
time  at  the  instance  of  railway  labor  organizations,  the  chief  pro- 
moter of  such  legislation  being  the  Brotherhood  of  Railroad  Train- 
men. The  legislative  representatives  of  the  brotherhoods  have  re- 
peatedly announced  that  their  members  would  vote  against  law- 
makers who  did  not  support  the  measures  they  demanded.  Many 
members  of  the  Brotherhood  itself  have  not  favored,  or  have 
been  opposed  to,  the  proposed  legislation.  But  opposition  on  their 
part  is  now  stopped  by  a  resolution  of  the  Brotherhood  to  the  effect 
that  its  members  cannot  sign  petitions  against  labor  legislation,  "nor 
interfere  with  the  work  of  their  legislative  representatives,  without 
violating  the  law  of  the  Brotherhood,  which  would  mean  expulsion 
for  the  offending  party."^ 

The  labor  brotherhoods  and  the  members  of  state  legislatures 
and  of  Congress  who  have  favored  such  legislation  have  advocated 
it  chiefly  on  the  ground  that  the  employment  of  more  men  in  train 
service  is  necessary  to  the  safety  of  railway  employees  and  passengers. 
Such  legislation  has  been  opposed  by  officers  of  the  railways,  by 
many  commercial  and  agricultural  organizations,  and  by  many  mem- 
bers of  state  legislatures  and  of  Congress  on  the  ground  that  it  does 
not  increase  the  efficiency  or  safety  of  railway  operation  or  otherwise 
benefit  the  public,  and  hence  that  it  does  add  unnecessarily  to  rail- 
way expenses.  Therefore,  railway  managers  have  in  several  cases 
urged  state  governors  to  veto  such  measures.  In  New  York  and 
Missouri  the  governors,  notwithstanding  earnest  protests  from  rail- 
way officers,  signed  the  bills  as  passed  by  the  legislatures  and  issued 
statements  indicating  their  belief  that  they  would  promote  safety  and 
were  therefore  in  the  public  interest.^  On  the  other  hand,  Governor 
Sulzer's  two  immediate  predecessors.  Governors  Hughes  and  Dix, 
vetoed  train-crew  bills  that  had  been  passed  by  the  New  York 
legislature.  Governor  Cruce  of  Oklahoma,  Governor  Foss  of 
Massachusetts,  and  Governor  Harmon  of  Ohio  also  have  vetoed 
similar  bills,  on  the  ground  that  general  legislation  requiring  the 
railways  to  employ  additional  men  on  trains  was  undesirable.  But 
in  all  except  Massachusetts  and  Oklahoma  subsequent  enactments 


*  From  "The  Railroad  Trainman,"  the  official  publication  of  the  Brotherhood 
of  Railroad  Trainmen,  for  May,  1913,  p.  465. 

'  In  Missouri  the  railroads  circulated  a  referendum  petition,  and  secured 
enough  signatures  to  have  the  measure  submitted  to  a  vote  of  the  people, 
which  cannot  be  taken  before  October,  1914. 


have  been  approved.  A  number  of  state  legislatures  have  also  re- 
fused to  pass  train-crew  bills :  of  these  are  the  legislatures  of  Colo- 
rado, Delaware,  Florida,  Georgia,  Illinois,  Iowa,  Kansas,  Kentucky, 
Louisiana,  Michigan,  Minnesota,  Mississippi,  Montana,  New  Hamp- 
shire, New  Mexico,  North  Carolina,  South  Dakota,  Tennessee,  Utah, 
Virginia,  West  Virginia,  and  Wyoming. 

In  a  movement  concerning  which  there  is  such  wide  diversity  of 
opinion  it  is  desirable  that  there  should  be  the  fullest  information 
as  to  the  views  both  of  those  who  advocate  and  of  those  who  oppose 
such  legislation.  In  the  following  pages  there  is  presented  the  his- 
tory and  present  status  of  train  operation,  out  of  which  has  grown 
the  demand  for  "full  crew"  legislation,  the  provisions  of  the  meas- 
ures enacted  and  proposed,  the  expense  resulting  from  the  legisla- 
tion already  passed  as  estimated  by  the  railways,  the  estimated  ex- 
pense of  proposed  legislation,  and  a  discussion  of  the  effect  of  such 
legislation  upon  the  efficiency  and  safety  of  transportation. 


CHANGING  CONDITIONS  OF  TRAIN  OPERATION. 

Until  within  a  comparatively  recent  time  trains  were  ordinarily 
made  up  at  the  point  of  origin  by  the  same  employees  who  subse- 
quently handled  them  on  the  road.  The  trainmen  switched  the  cars 
into  place,  coupled  them,  and  did  all  the  work  necessary  to  prepare 
the  train  for  its  run,  including  the  inspection  of  its  condition  before 
starting.  Cars  were  coupled  to  each  other  and  to  the  engine  by  the 
link  and  pin  couplers.  Brakemen  had  to  carry  links  and  pins  to 
supply  couplers  lacking  them,  and  to  carry  those  unused  back  to  the 
caboose  or  engine.  Coupling  had  to  be  effected  by  hand,  for  which 
purpose  the  employees  had  to  go  between  the  cars.  Trains  were 
controlled  entirely  by  hand-brakes,  which  had  to  be  worked  from 
the  tops  of  freight  cars  and  from  the  platforms  of  passenger  cars. 
Practically  all  trains  rendered  local  as  well  as  through  service — that 
is,  they  not  only  carried  through  traffic  between  large  terminals,  but 
also  stopped  at  stations  along  the  line  to  put  off  and  take  on  goods 
or  passengers.  When  a  car  was  taken  out  of  a  train  or  taken  into  a 
train  at  one  of  these  local  stations,  it  was  necessary  to  use  the  hand- 
brake in  the  switching  needed  to  make  the  requisite  changes.  The 
work  of  trainmen  at  that  time  was  hard  and  hazardous.  The  num- 
ber of  cars  in  a  train  was  considerable.  More  than  thirty  years  ago, 
before  the  introduction  of  air-brakes,  it  was  the  custom  of  many 
railroads  to  handle  regularly  freight  trains  of  forty  cars  or  more 
with  two  brakemen.  That  is,  the  crew  of  a  freight  train,  aside  from 
employees  on  the  engine,  usually  consisted  of  a  conductor  and  two 
brakemen.  The  labor  of  controlling  the  train  exposed  the  brake- 
men  to  all  kinds  of  weather  and  involved  strenuous  physical  exer- 
tion, for  the  application  of  hand-brakes  sufficient  to  hold  a  train 
often  required  both  strength  and  quickness  of  action.  The  brake- 
men  had  to  spend  most  of  their  time  on  the  tops  of  the  cars,  which 
in  winter  were  often  slippery  with  ice.  Going  between  cars  to 
couple  by  hand  necessarily  involved  danger,  so  that  accidents  to 
trainmen  were  numerous.  Passenger  cars  were  heated  by  wood  and 
coal  stoves,  which  it  was  the  brakemen's  duty  to  take  care  of. 


(6) 


Development  of  Air-braRcs  and  Automatic  Couplers. 

In  1868,  the  first  successful  application  of  air-brakes  to  passenger 
trains  was  made.  In  July,  1886,  and  in  May,  1887,  the  Master  Car 
Builders  Association  held  a  series  of  competitive  trials,  with  the 
result  that  the  air-brake  was  found  to  be  as  adaptable  to  freight 
trains  as  to  passenger  trains.  Its  use  in  freight  service  was  there- 
after rapidly  extended. 

The  principle  of  the  air-brake  is  simple.  Cylinders  under  each 
car  are  filled  with  compressed  air,  which,  when  released,  rushes 
into  adjoining  cylinders,  where,  through  connecting  mechanism,  it 
forces  brake-shoes  upon  the  wheels,  thus  bringing  the  train  to  a 
stop.  These  cylinders  are  supplied  with  air  by  a  continuous  line  of 
air-pipe  and  hose  leading  from  the  locomotive.  Application  of  the 
brakes  is  thus  effected  by  the  engineer.  jMoreover,  any  disconnec- 
tion of  the  train  line  at  any  place  in  its  length,  as  when  a  train 
breaks  in  two,  automatically  applies  the  brakes.  There  are  also 
"conductors'  valves"  in  each  passenger  car,  and  in  the  caboose  of 
each  freight  train,  by  means  of  which  the  brakes  may  be  applied. 

In  1887,  the  Master  Car  Builders  Association,  after  several  years 
of  investigation,  recommended  a  standard  type  of  automatic  coupler. 
In  1890  the  type  that  had  become  known  as  the  "Master  Car  Build- 
ers Freight  Coupler"  was  recognized  as  standard  by  the  railroad 
companies  of  the  United  States  through  their  official  organization, 
the  American  Railway  Association.  In  order,  however,  to  com- 
pel the  adoption  of  a  standard  type  of  coupler  by  all  of  the  railways 
of  the  United  States,  there  was  federal  legislation.  In  1893  the 
Railway  Safety  Appliance  Act  was  adopted.  This  law  provided 
that  after  January  i,  1898,  it  should  be  unlawful  for  any  common 
carrier  to  use  in  interstate  commerce  any  car  "not  equipped  with 
couplers  coupling  automatically  by  impact,  and  which  can  be  un- 
coupled without  the  necessity  of  men  going  between  the  ends  of  the 
cars."  It  also  provided  that  it  should  be  unlawful  for  any  carrier 
to  use  in  interstate  commerce  any  locomotive  "not  equipped  with 
the  power  driving  wheel  brake,  and  appliances  for  operating  the 
train-brake  system,  or  to  run  any  train  in  such  traffic  after  said 
date  that  has  not  a  sufficient  number  of  cars  in  it  so  equipped  with 
power  or  train  brakes  that  the  engineer  on  the  locomotive  drawing 
such  trai''.  can  control  its  speed  without  requiring  brakemen  to  use 


8 

the  common  hand-brake  for  that  purpose."  The  law  was  amended 
in  1903  to  provide  that  at  least  50  per  cent  of  the  cars  in  a  train 
should  be  controlled  by  air-brakes  applied  from  the  engine,  and 
the  Interstate  Commerce  Commission  was  authorized  from  time  to 
time,  after  full  hearing,  to  "increase  the  minimum  percentage  of 
cars  in  any  train  required  to  be  operated  with  power  or  train  brakes 
which  must  have  train  brakes  used  and  operated  as  aforesaid."  The 
commission  subsequently  increased  to  75  per  cent  the  proportion  of 
cars  in  a  train  on  which  power  brakes  must  be  operative,  and  on 
September  i,  1910,  raised  this  minimum  to  85  per  cent. 

In  consequence  of  these  requirements,  the  use  of  automatic  coup- 
lers and  train  brakes  has  become  practically  universal  in  the  United 
States.  For  the  fiscal  year  ending  June  30,  191 1,  there  were  98.79 
per  cent  of  the  locomotives  and  cars  fitted  with  train  brakes  and 
99.56  per  cent  fitted  with  automatic  couplers.  Today  it  is  very  ex- 
ceptional for  a  train  to  have  any  cars  that  are  not  equipped  with  air 
brakes. 

These  improvements  in  equipment  have  had  a  far-reaching  effect 
upon  the  work  of  railway  trainmen.  The  engineer  of  a  train, 
whether  passenger  or  freight,  is  now  its  real  brakeman  and,  save 
under  exceptional  conditions,  sets  and  releases  the  brakes  from 
his  cab  on  the  engine.  The  "brakemen,"  so  called,  seldom  have  any- 
thing to  do  with  the  brakes  except  on  detached  cars  during  switch- 
ing operations.  Indeed,  the  term  "brakeman"  is  now  a  misnomer 
and  is  being  displaced  in  railway  usage  by  the  term  "trainman." 
The  general  substitution  of  the  automatic  coupler  for  the  old  Jink 
and  pin  has  changed  the  character  of  the  trainman's  work  in  coup- 
ling and  uncoupling  and  has  very  greatly  diminished  the  hazard. 
Indeed,  railway  managers  claim  that,  if  the  trainmen  comply  with 
their  instructions,  the  hazard  is  eliminated  entirely.  Formerly,  when 
coupling  cars,  the  brakeman  had  to  stand  between  the  cars  at  the 
moment  of  their  coming  together  in  order  to  guide  the  link  into  its 
place.  This  entailed  great  risk  of  having  his  hand  crushed,  as  well 
as  of  being  thrown  down  and  run  over.  Now,  any  necessary  adjust- 
ment of  the  coupler  can  be  made,  and  ought  to  be  made,  before  the 
cars  are  put  in  motion  to  effect  the  coupling.  Formerly,  when  un- 
coupling, the  brakeman  had  to  stand  between  the  cars  to  remove  the 
pin.  Now,  the  pin  that  locks  the  coupling  can  be  removed  by  a  rod 
extending  to  the  side  of  the  car.     Thus  during  neither  the  coupling 


nor  the  uncoupling  does  the  trainman  need  to  stand  between  the  cars. 
These  changes  apply  to  both  freight  and  passenger  cars.  How 
greatly  they  have  reduced  the  hazard  of  coupling  and  uncoupling 
cars  is  indicated  by  the  following  table  : 

Casualties  to  Trainmen  from  Coupling  Accidents  1890  and  1910. 

Total 
Year.  numljer  of 

truinmen. 


Total 
killed. 

Total 
injured. 

Number 
killed  for 
each  10,000 
trainmen. 

Number 

injured  for 

each   10,000 

trainmen. 

265 

6,073 

17 

400 

174 

2,826 

5' 

88 

1890 153,235 

I9I0 318,632 

In  addition  to  the  changes  in  their  work  directly  resulting  from 
the  introduction  of  air-brakes  and  automatic  couplers,  there  have 
been  other  modifications  in  the  duties  of  trainmen  which  may  be 
briefly  noted.  In  the  first  place,  the  train  crew  as  a  rule  no  longer 
makes  up  and  inspects  the  train  at  terminals.  Switching  crews  now 
make  up  all  trains  at  all  important  points  of  origin  and,  after  they 
have  been  inspected  by  inspectors  employed  for  that  purpose,  de- 
liver them  to  the  train  crew  ready  for  operation.  The  train  crew 
has  no  more  to  do  with  the  preparation  for  the  run  than  to  test  the 
brakes.  At  the  end  of  the  run  the  train  crew  has  only  to  deliver  a 
train  to  the  switching  crews,  which  separate  the  cars  for  further 
disposition.  It  may  also  be  noted  that  the  work  and  responsibility 
of  freight  conductors  en  route  has  been  lightened  by  the  present 
practice  whereunder  a  yard  clerk  furnishes  them  a  statement  of  the 
cars  in  the  train,  with  the  respective  destinations,  from  which  the 
conductor  checks  off  each  car  as  it  is  set  out  and  to  which  he  adds 
other  cars  as  they  are  picked  up.  Formerly,  the  conductors  had  to 
prepare  these  statements  of  the  cars  composing  the  trains. 

Again,  the  trainman's  duties  on  passenger  trains  are  less  arduous 
because  passenger  trains  are  now  almost  universally  heated  with 
steam  or  hot  water  from  the  engine,  and  the  trainman  has  only  to 
regulate  the  degree  of  heat.  The  gradual  displacement  of  the  oil 
lamp  by  gas  and  electric  lighting  has  relieved  the  trainman  of  many 
former  duties. 

Increase  in  Trainloads. 

Coincident  with  the  development  of  safety  appliances  on  trains, 
there  has  been  a  steady  and  rapid  increase  in  the  length  and  load, 
particularly  of  freight  trains.     Generally  speaking,  transportation  is 


lO 

conducted  most  economically  when  traffic  is  handled  in  the  largest 
units.  The  larger  the  loads  per  car  and  per  train,  the  less  the 
relative  investment  that  must  be  made  in  roadway,  track,  and  equip- 
ment, and  the  less  the  relative  expenditures  that  must  be  made  for 
maintenance  of  way  and  equipment,  and  for  conducting  transpor- 
tation. 

Faced  with  steadily  increasing  expenditures  for  wages,  materials, 
and  taxes,  while  their  revenues  from  the  transportation  of  freight 
.and  passengers  do  not  increase  at  nearly  the  same  rate  as  expenses, 
-the  railways  have  found  it  necessary  to  practice  economics  in  opera- 
tion. The  greatest  economies  have  been  secured  by  increasing  the 
number  of  tons  hauled  per  train,  and  by  increasing  the  amount  of 
traffic  handled  in  proportion  to  the  number  of  men  employed.  The 
•extent  to  which,  in  their  efforts  to  handle  traffic  economically,  the 
railways  of  the  United  States  have  increased  their  trainloads  is 
indicated  by  the  fact  that  the  average  number  of  tons  per  train  in 
this  country  in  1890  was  175 ;  in  1900,  271,  and  in  1910,  380.  In  the 
region  of  heaviest  traffic,  that  comprising  in  general  the  States  of 
New  York,  Pennsylvania,  New  Jersey,  Delaware,  and  Maryland, 
'the  average  number  of  tons  per  train  increased  from  218  in  1890  to 
502  in  1910.  On  some  lines  the  average  trainload  exceeds  1,100 
tons;  trainloads  of  minerals  ranging  from  3,000  to  5,000  tons  are 
mot  uncommon,  and  sometimes  a  train  has  as  many  as  6,000  tons. 
These  heavy  increases  in  trainloads  have  been  effected  very  largely 
by  increasing  the  capacity  of  cars  and  their  loading,  and  by  increas- 
ing the  number  of  cars  in  a  train.  The  average  capacity  of  a  freight 
car  in  this  country  increased  from  28  tons  in  1902  to  36  tons  in  1910, 
Loaded  freight  trains  often  contain  50  to  75  cars,  and  trains  con- 
taining even  larger  numbers  of  empty  cars  and  exceeding  a  half  mile 
in  length  are  run  not  infrequently  in  some  parts  of  the  country. 

There  has  been  no  such  corresponding  increase  in  the  length  of 
passenger  trains,  although  passenger  trains  on  main  lines  are  some- 
what longer  than  they  were  in  past  years.  Often  12  to  16  and  even 
more  cars  are  pulled  by  a  single  engine ;  the  passenger  cars  have 
increased  in  size  and  especially  in  weight. 

With  this  increase  in  car  loading  and  train  loading  has  been  a 
decrease  in  ,the  number  of  men  required  to  handle  a  given  amount 
of  traffic.  It  has  not,  however,  been  accompanied  by  a  decrease  in 
the  total  number  of  trainmen,  for,  as  is  shown  later,  their  number 
has  increased  from  1901  to  1910  at  a  greater  rate  than  the  car 
mileage  or  the  train  mileage. 


TRAIN  CREWS  UNDER  PRESENT  CONDITIONS. 

Passenger  Service. 

The  number  of  men  employed  on  passenger  trains  varies  with 
conditions.  On  many  local  trains  containing  only  two  or  three 
cars  the  crew  behind  the  engine  consists  merely  of  the  conductor, 
acting  also  as  baggagemaster,  and  one  man  who  serves  as  brakeman 
or  flagman. 

In  the  South  many  two-car  trains  are  run  with  crews  behind  the 
engine  consisting  of  a  conductor,  brakeman,  and  negro  porter,  the 
conductor  or  the  brakeman  acting  as  baggagemaster.  Another  com- 
bination in  the  South  consists  of  a  conductor,  a  messenger  who 
takes  care  of  both  baggage  and  express,  and  a  porter.  In  this  case, 
the  baggagemaster  serves  as  flagman. 

Throughout  the  country  on  trains  of  four  or  five  cars,  the  crew 
customarily  includes  conductor,  baggagemaster,  brakeman  or  flag- 
man, and  frequently  a  porter ;  there  are  additional  brakemen  for 
trains  with  greater  numbers  of  cars.  The  brakemen  on  passenger 
trains  announce  stations,  help  the  passengers  as  they  get  on  and  oflF, 
set  switches,  load  and  unload  baggage,  look  out  for  hot  boxes  and 
other  defects,  and  flag.  When  there  are  both  a  porter  and  a  flag- 
man or  a  brakeman  and  a  flagman,  as  is  the  case  on  most  main-line 
passenger  trains,  the  flagman's  sole  duty  is  to  flag  and  to  set  switches 
behind  the  train. 

The  object  of  many  of  the  legislative  enactments  aft'ecting  train 
crews  in  passenger  service  is  to  require  the  employment  on  every 
passenger  train,  whatever  its  length,  in  addition  to  the  men  on  the 
engine,  of  at  least  a  conductor,  a  baggagemaster,  and  a  brakeman  or 
flagman :  and  to  require  still  other  men  on  trains  exceeding  certain 
specified  lengths.  For  example,  a  bill  introduced  in  Congress  in 
1909  provided  that  the  crew  of  a  passenger  train  having  three  cars 
or  less  must  include  a  conductor,  a  baggagemaster,  and  a  brakeman. 
This  would  have  made  it  necessary  to  add  a  baggagemaster  on  many 
short  branch-line  trains  carrying  at  present  only  a  conductor  and  a 
brakeman ;  and  in  many  cases  in  the  South  either  to  add  a  brakeman 
or  to  substitute  a  brakeman  for  the  porter.  The  same  bill  provided 
that  the  crew,  on  trains  of  three  cars  or  more,  include  at  least  a  con- 

(II) 


12 

ductor,  a  baggagemaster,  and  two  brakemen.  This  would  have  made 
necessary  the  employment  of  an  additional  man  on  many,  trains. 
The  law  in  Nevada  requires  two  brakemen  on  trains  of  three  or 
more  cars;  the  laws  in  New  Jersey,  Oregon,  Pennsylvania,  Wash- 
ington, and  Wisconsin,  on  trains  of  four  or  more  cars ;  the  law  in 
Indiana,  on  trains  of  five  or  more  cars,  and  the  law  in  Nebraska,  on 
trains  of  six  or  more  cars.  Under  the  New  Jersey  law  there  must 
be  at  least  six  trainmen  on  every  train  containing  a  baggage  car  in 
addition  to  four  or  more  passenger  cars,  and  under  the  New  York 
law  every  train  having  a  baggage  car  must  have  a  baggageman  in 
addition  to  the  engineer,  fireman,  conductor,  and  two  brakemen. 

These  laws  prescribe  the  number  of  trainmen  according  to  the 
number  of  cars  in  the  train.  But  the  necessity  or  occasion  for  hav- 
ing more  rather  than  fewer  trainmen  is  not  necessarily  determined 
by  the  number  of  cars.  A  great  many  trains  carry  Pullman  cars, 
on  which  there  are  Pullman  conductors  and  porters  to  assist  passen- 
gers and  to  look  after  the  heating  and  lighting  and  ventilation  of 
their  respective  cars.  In  such  cases,  there  is  no  need  for  as  large 
a  regular  train  crew  as  in  the  case  of  trains  of  the  same  length  carry- 
ing no  Pullmans.  And  yet  the  laws  make  no  allowance  for  the 
service  of  the  Pullman  porters.  Such  laws  appear  especially  illogical 
in  the  case  of  trains  composed  exclusively  of  Pullman  cars. 

Freight  Service. 

Modern  freight  trains  are  roughly  divided  into  two  classes — 
through  freight  trains  and  local  freight  trains.  The  broad  distinc- 
tion is  that  through  trains  ordinarily  run  from  terminal  to  terminal 
with  little  or  no  work  en  route  in  picking  up  or  setting  out  cars 
or  in  delivering  or  receiving  freight  at  intermediate  points,  while 
local  trains  make  numerous  stops  at  intermediate  local  stations  to 
receive  and  deliver  freight,  switching  cars  at  such  stations  when 
necessary.  The  difference  in  the  service  not  only  expedites  the 
movement  of  traffic,  but  is  more  economical  from  an  operating  stand- 
point. 

On  a  through  freight  train  there  are  usually  five  men — an  engi- 
neer, fireman,  conductor,  and  two  brakemen — one  of  the  brakemen 
sometimes  being  called  a  "flagman."  At  the  point  of  origin  the 
train,  made  up  and  ready  for  its  run,  is  delivered  by  a  switching 
crew  to  the  train  crew.    The  place  of  one  of  the  brakemen  is  on  the 


13 

engine,  the  other  goes  into  the  caboose  with  the  conductor.     The 
ordinary  duties  of  the  forward  brakeman  are  to  transmit  signals 
from  the  conductor  to  the  engineer  and  to  open  switches  in  front 
when  it  is  necessary  for  the  train  to  go  on  a  siding  at  a  meeting 
point.    The  ordinary  duties  of  the  rear  brakeman  are  to  flag  at  the 
rear  fend  of  the  train  when  it  stops  and  to  close  switches  behind  the 
train  when  it  has  gone  on  a  siding.     In  an  emergency  caused,  for 
example,  by  a  draw-bar  pulling  out  or  the  air-hose  parting,  the  con- 
ductor may  need  the  direct  assistance  of  one  of  the  brakemen.     In 
that  case  the  rules  require  the  rear  brakeman  to  flag  the  rear  of 
the  train  and  the  fireman  to  flag  the  front  of  the  train,  while  the 
forward  brakeman  assists  the  conductor.     In  these  very  rare  cases, 
the  fireman  may  be  used  to  protect  the  front  of  the  train,  because 
at  such  times  he  is  not  performing  any  other  duties.     As  already 
indicated,  there  is  ordinarily  a  valve  in  the  caboose  by  which,  in 
case  of  emergency,  the  brakes  can  be  set  by  any  one  who  is  in  ihe 
•caboose ;  or  if  anything  goes  wrong  with  the  apparatus,  the  brakes 
on  all  cars  are  at  once  set  automatically.     Failures  in  the  braking 
apparatus  that  cannot  be  promptly  remedied  on  the  spot  are  ordi- 
narily due  to  something  that  has  happened  in  or  to  the  engine.     In 
this  case  the  train  moves  slowly  and  under  control  to  the  next  sta- 
tion, where  it  is  held  until  another  engine  is  supplied. 

In  addition  to  the  air-brakes,  all  freight  cars  are  still  equipped 
with  hand-brakes.    These  hand-brakes  are  not  worked  by  employees 
on  through  freight  trains  in  the  ordinary  course.    They  are  resorted 
to  only  in  case  the  air-brakes  fail,  or  under  especial  conditions,  such 
as  going  down  steep  grades.     When  hand-brakes  are  used  on  such 
heavy  grades  as,  for  example,  on  some  parts  of  the  New  York  Cen- 
tral lines,  it  is  the  usual  custom  to  employ  three  or  more  brakemen 
on  through  freight  trains.     On  some  roads  under  similar  circum- 
stances a  mechanical  device  known  as  a  "retainer"  is  used  to  sup- 
plement the  air-brake,  but  even  then  where  the  grades  are  severe 
•extra  brakemen  are  usually  employed.    As  a  general  rule,  the  duties 
of  brakemen  on  through  trains,  between  terminals  in  non-mountain- 
ous territory,  are  confined  to  throwing  switches,  flagging,  and  assist- 
ing the  conductor  in  examining  the  running  gear.    On  arrival  at  the 
terminal,  the  signal  lamps  are  put  away  and  the  caboose  locked  up 
"by  the  train  crew,  and  the  train  is  turned  over  to  the  regular  yard 
switching  crew. 

While  it  is  the  general  custom   to  employ  two  brakemen  on  a 


14 

through  freight  train,  it  is  usual  to  employ  three  or  more  brakemen 
on  a  local  freight  train,  notwithstanding  that  local  trains  have  fewer 
cars.  This  is  not  to  serve  the  need  for  safety,  but  to  expedite  the 
service.  Local  trains  set  out  and  pick  up  cars  at  way  stations,  and 
load  and  unload  a  great  deal  of  less-than-carload  freight.  Hence 
there  is  much  switching  to  be  done  and  much  handling  of  freight  at 
way  stations,  and  the  additional  brakemen  are  ordinarily  necessary 
that  the  trains  may  not  be  unduly  detained.  Similarly,  three  brake- 
men  are  usually  employed  on  a  train  switching  cars  to  and  from 
industrial  tracks.  It  is  only  in  these  cases  when  cars  are  being 
switched  that  brakemen  are  obliged  to  go  on  the  top  of  cars  to 
operate  hand-brakes.  When  a  train  is  under  way  the  third  brake- 
man  has  no  particular  duties  or  station,  but  frequently  rides  in  the 
caboose  with  the  conductor  and  rear  brakeman. 

So  far  as  freight-train  service  is  concerned,  the  purpose  of  train- 
crew  legislation  usually  is  to  require  the  railways  to  employ  at  least 
three  brakemen  on  a  through  freight  train.  As  has  been  said,  it  is 
standard  practice  to  employ  at  least  two  brakemen  on  every  through 
train  and  at  least  three  brakemen  on  every  local  train.  Following 
is  a  list  of  the  States  in  which  laws  have  been  passed  requiring 
three  brakemen  on  trains  and  specifying  the  minimum  number  of 
cars  to  which  this  requirement  shall  apply :  Arkansas  and  W'ash- 
ington,  25  cars  or  more ;  New  York,  26  cars  or  more :  Maryland, 
New  Jersey,  and  Pennsylvania,  30  cars  or  more :  Arizona,  Missouri, 
and  Oregon,  40  cars  or  more;  California,  Nevada,  and  Indiana.  50 
cars  or  more ;  North  Dakota,  46  or  more  cars.  The  bills  that  have 
been  introduced  in  Congress  usually  have  required  three  brakemen 
on  every  train  containing  25  cars  or  more. 

Here,  again,  it  will  be  seen  that  the  laws  prescribe  the  number  of 
trainmen  on  the  basis  of  the  number  of  cars  in  the  train.  From 
what  has  just  been  said  of  the  character  of  the  work  to  be  done  on 
through  and  local  trains,  it  is  evident  that  the  number  of  cars  in  a 
train  is  not  the  logical  basis  for  the  determination  of  the  size  of  the 
train  crew. 


EFFECTS  OF  TRAIN-CREW  LEGISLATION. 

Increase  in  Operating  Expenses. 

It  is  obvious  that  an  increase  in  the  number  of  men  in  a  train  crew 
means  an  increase  in  the  operating  expenses  and,  unless  accom- 
panied by  a  corresponding  increase  in  the  traffic  per  train  or  in 
rates,  means  a  decrease  in  net  operating  revenues.  The  railways 
are  reporting  to  the  Special  Committee  on  the  Relation  of  Railway 
Operation  to  Legislation  careful  estimates  of  the  additional  expense 
resulting  from  state  legislation  already  enacted.  At  the  time  this 
bulletin  goes  to  press,  that  committee  had  not  received  estimates 
from  some  of  the  largest  lines.  However,  the  estimates  that  have 
been  reported  up  to  this  time  are  given  in  the  following  table  as  a 
partial  indication : 

Estimates  of  Additional  Annual  Expense  to  the  Railways  in  Certain 
States,  so  far  as  Reported  to  October  i,  1913,  Resulting  from  Train- 
crew  Laws  Enacted  by  those  States. 

Arkansas $179,085 

California  66,297 

Indiana   . .    244,052 

Maine 602 

Maryland   96,921 

Missouri  (a  general  estimate) 500,000 

Nebraska    24,367 

New  Jersey 381,851 

New  York 854,016 

Ohio   139.592 

Oregon  (O.,  R.  &  N.  Co.  alone) 47,000 

Pennsylvania 1,211,233 

Washington  158,026 

Total,  reported  to  date $3,903,042 

Considering  the  number  of  railways  not  represented  in  these  esti- 
mates, and  the  importance  of  some  of  them,  it  is  not  improbable 
that  the  additional  annual  expense  to  the  railroads  in  the  above- 
named  states  on  account  of  the  train-crew  laws  enacted  by  these 
states  will  amount  to  $6,000,000. 

These  estimates  apply  to  the  expense  to  the  railroads  on  account 
of  train-crew  laws  enacted  in  only  a  limited  number  of  states.  But 
the  full  efifect  can  be  seen  only  from  estimates  that  apply  on  account 

(15) 


i6 

of  all  such  laws  to  all  the  railways  in  the  United  States.  Four  train- 
crew  bills  were  introduced  in  Congress  in  1909  and  1910.  The 
Special  Committee  on  the  Relation  of  Railway  Operation  to  Legis- 
lation made  inquiries  early  in  1910  of  all  the  railways  as  to  the  cost 
to  them  of  complying  with  these  federal  bills,  if  enacted,  as  well  as 
the  expense  they  were  being  put  to  on  account  of  state  legislation 
then  in  force  in  13  states.  The  following  table  is  a  summary  of  the 
replies  received: 


Estimate  of  1910.  Number.        Mileage. 


Amount  of  addi- 
tional annual   cost 

of  compliance 
with  full-crew  bill. 

Roads  replying i66  205,547  $18,328,302.32 

Estimated  for  other  roads  exclusive  of 
Canadian  and  Mexican  roads 126  23,254  1,953,336.00 


Total 292  228,801  $20,281,638.32 

Another  bill  was  introduced  in  Congress  in  1912  which  required 
that  on  each  freight  train  containing  25  or  more  cars  the  crew  shall 
consist  of  at  least  an  engineer,  a  fireman,  a  conductor,  and  three 
brakemen,  "regardless  of  any  modern  equipment  of  automatic 
couplers  and  air-brakes."  This  bill  made  no  reference  to  passenger- 
train  crews.  As  a  result  of  inquiries  made  of  the  railways  by  the 
Special  Committee  on  Relations  of  Railway  Operation  to  Legis- 
lation, in  connection  with  this  proposed  Federal  law,  the  following 
compilation  was  made  from  the  replies  received  from  143  operating 
companies : 

Estimates  of  Cost,  in  1912,  of  Train-crew  Laws  Furnished  by  143 
Operating  Companies  Operating  195,049  Miles. 

Trains  affected  by  state  laws  then  in  effect,  per  annum 678,661  ^ 

Additional  trains  affected  by  proposed  federal  law  in  states   then 

having  full-crew  law,  per  annum 468,483 

Trains  affected  by  proposed  law  in  states  then  having  no  fuU-crew 

law,  per  annum 3,211,056 


Total    trains   affected   by   state   laws   and   proposed   Federal 
statute,  per  annum 4,358,200 

Cost  of  compliance  with  state  laws  then  in  effect,  per  annum..  $1,797,589.94^ 
Additional  cost  of  compliance  with  proposed  law  in  states  then 

having  full-crew  law,  per  annum 1,342,237.17 

Cost  of  compliance  with  proposed  law  in  states  then  having  no 

full-crew  law,  per  annum 10,255,790.66 


Total   cost   per  annum   of  compliance   with   state   laws 

and  proposed  statute $i3,395,6i7. 77 


^  Does  not  include  states  where  laws  were  passed  subsequent  to  1911. 


17 

This  tabulation  shows  that,  according  to  the  estimates  of  these 
143  railways  operating  approximately  85  per  cent  of  the  steam  rail- 
way mileage  of  the  country,  the  additional  cost  to  them  of  comply- 
ing with  the  proposed  federal  bill  in  States  where  train-crew  legis- 
lation is  already  in  operation  would  amount  to  $1,342,237.17  per 
annum,  or  approximately  75  per  cent  of  the  cost  of  compliance  witln 
state  laws  already  in  effect.  The  estimated  cost  to  them  of  com- 
pliance with  the  proposed  federal  act  in  States  where  there  was  no 
train-crew  legislation  was  estimated  to  be  $10,255,790  per  annum ; 
the  estimated  cost  to  them  of  compliance  with  state  laws  then  in 
effect  was  $1,797,589.94  ;  making  the  total  estimated  expense  of  these 
143  companies  for  federal  and  state  legislation  to  be  $13,395,617. 

It  should  not  be  overlooked  that  this  expense  is  only  a  part  of  the 
total  increase  in  operating  expenses  that  has  been  caused  by  legis- 
lative requirements  imposed  upon  railroad  operation.  Such  legisla- 
tion includes  laws  requiring  8-wheel  cabooses  in  place  of  4-wheel 
cabooses,  laws  limiting  the  hours  of  service,  requiring  electric  head- 
lights, requiring  the  installation  of  improved  safety  appliances,  regu- 
lating the  stops  of  passenger  trains,  the  speed  of  stock  and  freight 
trains,  requiring  the  abolition  of  grade  crossings,  or  the  installation 
of  additional  watchmen  at  crossings,  requiring  double  track,  and 
providing  for  days  off  at  the  company's  expense.  Quite  independ- 
ent of  the  question  of  the  defensibility  of  these  laws  is  the  fact  that 
they  add  greatly  to  the  expense  of  railway  operation,  which  must 
eventually  find  expression  in  higher  charges  to  the  public  than 
would  otherwise  be  made. 

However,  the  fact  that  such  train-crew  legislation  increases  oper- 
ating expenses  is  not  a  conclusive  argument  against  it.  The  legisla- 
tion, presumably,  is  intended  to  promote  the  interest  of  the  public, 
and  the  question  at  issue  is  whether  there  are  benefits  directly  or  in- 
directly conferred  on  the  public,  and,  if  so,  are  they  commensurate 
with  the  expense  incurred. 


ISSUES  INVOLVED  IN  TRAIN-CREW  LEGISLATION. 

In  order  that  the  arguments  in  favor  of  train-crew  legislation  may 
be  fairly  presented,  it  is  desirable  to  give  the  fullest  consideration 
to  any  statement  from  an  authoritative  source.  To  this  end  a  thor- 
ough search  has  been  made  throughout  the  existing  body  of  railway 
literature,  throughout  the  reports  of  hearings  before  the  Committees 
of  Congress,  and  recent  issues  of  The  Railroad  Trainman,  the  official 
organ  of  the  Brotherhood  of  Railroad  Trainmen.  An  effort  was 
made  to  secure  reports  of  hearings  before  State  legislatures  also, 
tut  without  success,  except  in  the  case  of  Kansas,  On  account  of 
the  paucity  of  available  data,  of  precise  and  specific  character,  sup- 
porting the  trainmen's  side  of  the  case,  a  copy  of  the  first  page  proof 
of  this  study  was  sent  to  each  of  the  presidents  of  the  four  railway 
brotherhoods,  with  a  letter  inviting  their  criticisms  and  suggestions 
and  expressing  an  especial  desire  to  receive  further  concrete  and 
definite  information.  But  this  effort  has  not  elicited  any  further 
data.^  The  only  arguments  containing  definite  statements  why  extra 
crew  legislation  should  be  enacted  that  have  been  found  are  em- 
bodied in  a  statement  by  W.  G.  Lee,  President  of  the  Brotherhood 
of  Railway  Trainmen,  quoted  in  the  Metropolitan  Magazine  for 
June,  1913,  and  in  a  statement  made  by  A.  A.  Roe,  representing  the 
Brotherhood  of  Railway  Trainmen  at  a  hearing  held  in  191 1  by  a 
committee  of  the  Kansas  legislature. 

Mr.  Lee's  statement  is  as  follows : 

"The  necessity  for  such  legislation  arose  out  of  the  practice  of 
the  railway  companies  reducing  the  number  of  men  to  an  extent 
considered  unsafe  by  the  employees.  Some  years  ago  certain  rail- 
ways reduced  the  number  of  freight  trainmen  to  one,  whose  duty 
was  to  flag,  leaving  the  work  of  running  and  looking  after  the  train 
to  the  conductor. 

"Further  necessity  (for  such  legislation)  arose  through  increased 
tonnage  and  fewer  men  employed,  which  was  made  possible  by 
safety  appliances  and  heavier  equipment.  The  railways  assumed 
the  position  that  as  trainmen  no  longer  had  to  control  trains  by 
hand-brakes  they  were  unnecessary.  The  heavier  demands  for  in- 
creased tonnage  placed  on  trainmen  in  other  ways  were  not  con- 
sidered.    On  the  majority  of  our  railways  freight  trains  are  com- 

*  See  addendum,  page  2>7- 

(18) 


19 

posed  of  50  to  100  cars;  tliey  are  from  half  a  mile  to  a  mile  in 
length.  Such  trains  must  be  carefully  inspected  at  water  tanks  and 
other  stops.  They  require  extra  care  in  handling,  particularly  in 
crossing  over  to  permit  superior  class  trains  to  pass.  If  switching 
is  to  be  done,  and  less  than  three  men  are  employed,  it  leaves  this 
work  to  be  done  by  one  man  under  conditions  most  dangerous  to 
himself  and  the  traveling  public,  particularly  when  the  work  is  done 
at  night. 

"Railway  companies  have  forced  men  to  work  under  unsafe  con- 
ditions, with  the  result  that  hundreds  are  disabled  or  killed  every 
year.  Our  Brotherhood  paid  one  claim  for  every  sixty-seven  mem- 
bers in  the  year  1912,  which  is  evidence  that  train  service  is  most 
hazardous. 

"Statement  is  made  that  extra  men  have  not  prevented  wrecks. 
No  one  can  speak  advisably  on  this  subject.  Wrecks  that  are  pre- 
vented do  not  figure  in  the  statistics. 

"Railway  managers  rest  their  case  on  the  statement  that  full-crew 
legislation  will  not  prevent  wrecks.  Employees,  speaking  from  daily 
experience,  contend  that  it  will  make  wrecks  less  frequent  than  they 
otherwise  would  be,  and  that  it  will  increase  the  personal  safety  of 
employees  and  the  public.  Managers  argue  that  such  legislation 
would  put  an  unnecessary  cost  on  the  public.  Employees  point  to 
the  fact  that  every  six  minutes,  day  and  night,  year  after  year,  one 
of  their  number  is  killed  or  injured.  In  the  name  of  humanity  they 
ask  from  the  State  the  protection  denied  them  by  the  company." 

This  statement  by  the  official  head  of  the  trainmen's  organization 
appears  to  contain  two  definite  points:  i.  The  adoption  of  safety 
appliances  and  the  increase  in  trainload  has  resulted  in  a  reduction 
of  the  number  of  trainmen  relative  to  the  work  to  be  done.  2.  This 
reduction  in  the  number  of  trainmen  has  increased  the  risk  both  to 
the  trainmen  and  to  the  public  and  consequently  the  number  of 
casualties  in  train  service. 

In  his  argument  before  the  committee  of  the  Kansas  legislature, 
Mr.  Roe  specifically  disclaimed  that  the  eflforts  to  obtain  train-crew 
legislation  were  prompted  by  any  desire  to  secure  a  reduction  in  the 
work  performed  by  any  trainman,  or  that  if  enacted  it  would  result 
in  any  such  reduction  in  their  work.  He  based  his  argument  en- 
tirely upon  the  ground  of  safety,  stating  that  there  are  occasions 
when  an  additional  man  is  needed  to  ensure  the  accurate  and  prompt 
transmission  of  signals  between  the  conductor  and  the  engineer,  and 
that  there  are  occasions  when  the  protection  of  the  rear  of  the  train 
requires  an  additional  man. 


20 

In  the  argument  that  an  additional  man  is  sometimes  needed  to 
transmit  signals  he  instanced  cases  where  in  the  absence  of  such  a 
man  there  might  be  an  accident,  but  did  not  cite  any  specific  acci- 
dent as  having  been  due  to  this  cause.  His  examples  to  show  the 
need  of  another  man  to  protect  the  rear  of  the  train  were  no  more 
concrete,  and  he  admitted  that  there  was  no  work  for  an  additional 
man  to  do  when  the  train  was  running  between  stations. 

Number  of  Trainmen  for  Work  Performed. 

Available  statistics  on  the  question  of  fact  in  the  first  point  made 
by  Mr.  Lee  may  now  be  noted.  It  is  difficult  to  present  any  official 
statistics  that  will  determine  with  absolute  accuracy  the  relation  of 
the  number  of  trainmen  to  the  work  performed.  It  has  already 
been  noted  that  it  is  at  present  an  almost  universal  practice  to  em- 
ploy at  least  a  conductor  and  two  trainmen  on  through  freight  trains. 
It  has  also  been  indicated  that  it  is  the  general  custom  to  employ  at 
least  three  brakemen  on  local  freight  trains,  which  are  almost  the 
only  trains  whose  crews  do  switching  en  route.  Even  in  this  serv- 
ice, according  to  the  contention  of  the  railways,  a  third  brakeman  is 
employed  to  expedite  business,  and  not  because  he  is  needed  in  the 
interest  of  safety.  The  fireman  can,  when  necessary  in  emergency,, 
flag  the  front  of  the  train  and  the  flagman  the  rear,  leaving  the  con- 
ductor and  forward  brakeman  to  perform  the  switching. 

In  the  case  of  through  trains  it  is  difficult  for  the  railways  to 
discover  any  duties  for  a  third  brakeman  that  could  not  be  per- 
formed easily  by  other  members  of  the  crew.  One  duty  frequently 
suggested,  but  not  mentioned  by  Mr.  Lee  in  his  statement  in  the 
Metropolitan  Magazine,  is  that  a  third  brakeman  is  needed  to  ride 
on  the  top  of  the  train.  Except  on  mountain  grades,  where  a  third 
brakeman  is  provided,  he  is  not  needed  on  top  of  the  train  to  manip- 
ulate the  hand-brakes ;  and  even  although  he  might  possibly  at 
times  be  useful  in  that  position  to  transmit  signals  to  the  engineer, 
it  is  the  experience  of  operating  officers  that  no  discipline  has  yet 
been  devised  sufficiently  severe  to  keep  him  there.  It  is  an  uncom- 
fortable and  dangerous  position,  and  the  brakeman  naturally  prefers 
the  comfort  and  companionship  of  the  caboose. 

In  this  connection  Mr.  Lee  voices  the  complaint  that  the  longer 
trains  and  heavier  equipment  have  increased  the  responsibility  of 
trainmen  in  the  inspection  of  the  trains  when   stops  are  made  at 


21 

coaling  and  water  stations.  It  has  already  been  noted  that  the 
train  crews  no  longer  make  the  careful  and  detailed  inspection  of 
cars  at  the  terminals  before  setting  out  upon  their  run.  This  work 
is  now  done  by  special  employees  at  the  terminals.  But  each  train 
crew  is  required  to  keep  a  lookout  en  route  for  such  faulty  con- 
ditions as  hot  boxes,  broken  couplers,  broken  brake-gear,  and  the 
like.  The  rules  governing  such  observation  of  the  train  differ 
on  different  roads.  But,  in  a  general  way,  the  requirement  is  that 
whenever  trains  stop  at  coaling  and  water  stations  the  trainmen 
shall  examine  the  train  for  the  purpose  of  detecting  any  such  de- 
fects. Sometimes,  when  the  conditions  are  favorable,  or  when  the 
occasion  requires  a  more  careful  observation,  the  forward  brake- 
man  walks  down  one  side  of  the  train  while  the  conductor  or  a  rear 
brakeman  walks  up  the  other  side  until  they  are  directly  opposite  to 
each  other.  They  then  cross  over,  and  the  rear  brakeman  inspects 
the  other  side  to  the  rear  of  the  train  in  going  back  to  the  caboose, 
while  the  forward  brakeman  looks  over  the  other  side  to  the  front 
of  the  train  in  going  back  to  the  engine.  But  the  ordinary  condi- 
tions of  train  operation  do  not  require  such  an  examination.  It  is 
not  necessary,  except  after  a  train  has  undergone  some  special 
strain,  as  when  passing  over  a  heavy  grade,  or  making  an  uncom- 
monly fast  run,  or  when  it  is  about  to  be  placed  under  some  such 
unusual  stress.  The  customary  practice  is  for  the  forward  brake- 
man  to  watch  the  train  as  it  pulls  by,  then  to  climb  on  the  caboose 
and  walk  over  the  train  to  the  engine,  continuing  the  examination 
as  he  goes. 

It  is  conceivable  that  additional  men  in  the  crew  could  reduce  the 
time  and  labor  required  for  the  more  careful  examination  first  de- 
scribed, or  could  permit  it  to  be  made  in  a  greater  number  of  cases. 
But  opportunities  for  such  observation  in  the  case  of  through  trains 
are  few  because  the  stops  are  infrequent,  and  the  number  of  men 
always  on  local  trains  is  sufficient  to  make  any  needed  examination. 
Therefore,  the  practical  effect  of  a  larger  crew  upon  the  number  or 
the  carefulness  of  these  so-called  "inspections"  of  trains  on  the  road 
would  be  very  small. 

The  following  table,  drawn  from  the  annual  statistical  compila- 
tions of  the  Interstate  Commerce  Commission,  is  presented  for  the 
purpose  of  showing  as  accurately  as  possible  the  relation  of  the 
increase  in  the  number  of  trainmen  to  the  increase  in  work  per- 
formed between  the  years   1901   and   1910.     The  term  "trainmen" 


22 

as  here  used  includes  enginemen,  firemen,  conductors,  and  all  other 
men  employed  on  trains  for  the  purpose  of  their  operation;  the 
term  "other  trainmen"  as  here  used  includes  all  trainmen  except  en- 
ginemen, firemen,  and  conductors.  It  is  impracticable  to  separate 
men  employed  in  passenger  service  from  those  employed  in  freight 
service;  hence  the  train  mileage  shown  is  total  train  mileage,  both 
passenger  and  freight,  in  revenue  service.  It  is  impossible  to  secure 
passenger-car  mileage  from  the  reports  to  the  commission  for  1901, 
and  therefore  it  has  been  necessary  to  use  the  freight-car  mileage 
alone.  In  view  of  the  fact  that  the  statistics  are  presented  merely 
to  show  a  tendency,  the  conclusions  drawn  are  not  disturbed  by  the 
slight  degree  of  non-comparability. 

1901.  1910.  Increase.  ^fJ'.^.!"L'*^ 

increase. 

Total  train-miles, 

revenue  service.        908,092,818        1,221,852,647         313,759,829  34.55 

Freight  car-miles, 

revenue  service.    12,832,092,209      18,981,573,779      6,149,481,570  47-92 

Total      number 

trainmen 209,043  318,632  109,589  52.42 

"Other  trainmen"  84,493  136,938  52,445  62.07 

These  statistics  show  that  while  train-miles  have  increased  over 
34  per  cent  between  1901  and  1910,  and  freight-car  miles  about  48 
per  cent,  the  number  of  trainmen  employed  has  increased  over  52 
per  cent,  and  of  "other  trainmen,"  largely  brakemen  and  flagmen,  62 
per  cent.  It  has  already  been  noted  that  the  number  of  trainmen 
in  proportion  to  the  tonnage  handled  has  decreased.  But,  since  the 
trainmen's  work  is  with  cars  and  trains,  rather  than  with  tons  car- 
ried, car-miles  and  train-miles  are  a  much  better  index  of  the  amount 
of  their  work.  On  that  basis,  while  the  data  given  do  not  abso- 
lutely prove  that  the  number  of  trainmen  has  increased  more  rap- 
idly than  the  work  to  be  performed  by  them,  it  would  seem  to  be  a 
fair  conclusion  that  Mr.  Lee's  contention  that  railways  have  reduced 
the  number  of  their  trainmen  relative  to  the  work  to  be  done  is  not 
sustained. 


TRAIN-CREWS  AND  ACCIDENTS. 
Accidents  to  Trainmen  During  the  Year  IQ12. 

In  order  to  reach  a  conclusion  as  to  whether  accidents  to  trainmen 
have  increased  in  recent  years  as  a  result  of  more  economical 
methods  of  operation,  it  is  desirable  in  the  first  place  to  analyze,  so 
far  as  the  statistics  will  permit,  the  causes  of  accidents  to  trainmen. 
In  the  first  place,  Mr.  Lee's  statement  that  the  Brotherhood  of 
Trainmen  paid  one  claim  for  each  67  members  in  1912  is  apt  to  be 
misleading.  It  implies  that  this  proportion  of  claims  was  due  to 
accidental  causes ;  but  a  hasty  check  shows  that  of  the  claims  paid 
in  1912  no  less  than  48  per  cent  were  ascribed  to  natural  causes  and 
only  52  per  cent  to  accidental  causes.  Based  on  the  average  mem- 
bership for  the  year,  the  claims  paid  that  were  due  to  accidental 
causes  thus  numbered  only  one  for  each  119  members. 

In  Connection  with  Train  Operation. 

Turning  to  the  official  statistics  of  the  Interstate  Commerce 
Commission,  the  following  table,  compiled  by  the  accident  division, 
shows  the  casualties  to  trainmen  classified  according  to  the  causes, 
as  reported  by  the  railways  in  their  monthly  returns  to  the  commis- 
sion. These  statistics  are  for  the  fiscal  year  ending  June  30,  1912. 
They  are  divided  into  two  parts — those  relating  to  casualties  in 
connection  with  train  operation,  but  not  resulting  from  accidents 
to  trains,  and  the  other  covering  casualties  directly  due  to  train 
accidents. 


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25 

It  will  be  seen  that  a  large  proportion  of  the  accidents  to  trainmen 
were  due  to  their  being  struck  or  run  over  by  engine  or  car,  falling 
from  cars  or  engines,  coming  in  contact  with  overhead  or  lateral 
obstructions,  or  that  they  occurred  while  getting  on  or  off  cars  or 
engines.  Of  the  total  casualties  in  1912,  50.4  per  cent  of  those  that 
were  fatal  and  34.1  per  cent  of  those  entailing  injury  were  so  caused. 

While  it  may  be  conceivable  that  an  indirect  connection  might  be 
shown  between  some  of  these  accidents  and  a  supposedly  insufficient 
number  of  employees  on  the  train,  such  a  connection  seems  remote 
and  cannot  be  established  by  any  existing  information.  It  does  not 
seem  clear  that  an  increase  in  the  number  of  employees  would  tend 
to  reduce  such  accidents  as  these.  Rather  might  it  be  assumed  that 
an  increase  in  the  number  of  trainmen  would  tend  to  increase  the 
number  of  such  accidents.  For  example,  if  a  third  brakeman  on 
freight  trains  were  required  to  ride  on  the  top  of  the  train,  it  is 
fair  to  assume  that  there  would  be  an  increase  in  the  number  of 
brakemen  killed  and  injured  by  falling  from  cars  or  coming  in  con- 
tact with  lateral  or  overhead  obstructions.  An  increase  in  the  num- 
ber of  trainmen  would  not,  of  course,  reduce  the  casualties  resulting 
from  fires,  floods,  landslides,  or  explosions. 

This  conclusion  seems  to  be  well  supported :  An  analysis  of  the 
causes  of  accidents  to  trainmen  indicates  little  or  no  possibility  that 
larger  crews  would  reduce  the  risk  of  accident  to  trainmen. 

In  Connection  with  Train  Accidents. 

Turning  to  train  accidents  proper,  the  important  causes  are  col- 
lisions and  derailments.  The  Interstate  Commerce  Commission 
makes  the  following  classification  of  the  causes  of  derailments  oc- 
curring in  1912: 

Number. 

Derailments  due  to  defects  in  roadway,  etc 1.877 

Derailments  due  to  defects  of  equipment 3,847 

Derailments  due  to  negligence  of  trainmen,  signal  men,  etc 423 

Derailments  due  to  unforeseen  obstructions  of  track,  etc 412 

Derailments  due  to  malicious  obstruction  of  track 75 

Derailments  due  to  miscellaneous  causes 1,581 

Total 8,215 

Out  of  the  8.215  derailments  reported,  only  423.  the  number  at- 
tributed to  "negligence  of  trainmen,  signal  men.  etc.."  can  be  spe- 
cifically connected  with  the  train   crews.     The  language  used  by 


26 

• 

the  commission  does  not  imply  that  any  of  these  derailments  could 
be  attributed  to  too  few  men  in  train  crews.  It  rather  implies  that 
they  were  due  to  the  "negligence"  of  those  who  were  so  employed. 
It  is  of  course  conceivable  that  defects  in  equipment  might  have 
been  noted  and  derailments  avoided  had  the  crew  been  larger ;  but 
this  is  an  assumption  which  cannot  be  sustained  by  any  evidence 
that  has  been  found. 

As  to  collisions,  the  Interstate  Commerce  Commission  said  in  its 
annual  report  for  1912: 

"The  most  disquieting  and  perplexing  feature  of  the  problem 
of  accident  prevention  is  the  large  proportion  of  train  accidents 
caused  by  dereliction  of  duty  by  the  employees  involved.  By  far 
the  greatest  number  of  our  serious  train  accidents  are  due  to  the 
failure  of  some  responsible  employee  to  perform  an  essential  duty 
at  a  critical  time.  The  seriousness  of  this  problem  is  indicated  by 
the  fact  that  of  the  81  accidents  investigated  up  to  September  i,  52, 
or  more  than  63  per  cent  of  the  whole  number  investigated,  were 
caused  by  mistakes  on  the  part  of  employees.  These  52  accidents 
comprise  48  of  the  49  collisions  investigated  and  4  of  the  41  derail- 
ments. They  caused  the  death  of  248  persons  and  the  injury  of 
1,309  persons.  Of  the  48  collisions  caused  by  the  errors  of  em- 
ployees, 33  occurred  on  roads  operated  under  the  train-order  system 
and  15  occurred  under  the  block  system.  The  most  numerous 
failures  were  by  trainmen  or  enginemen.  These  were  disobedience 
of  orders,  disobedience  of  signals,  failure  to  keep  clear  of  superior 
trains,  improper  flagging,,  and  failure  to  control  speed  at  danger- 
ous points.  Such  lapses  were  responsible  for  41  of  the  accidents 
investigated." 

There  is  no  indication  in  this  statement  that  the  commission 
believed  that  the  collisions  or  other  accidents  investigated  were  due 
to  an  insufficient  number  of  train  employees,  yet  in  all  fairness  it 
must  be  noted  that  the  statement  of  causes  is  not  sufficiently  com- 
plete or  thorough  to  permit  the  positive  statement  that  none  of  these 
accidents  would  have  been  avoided  had  the  train  crews  been  larger. 

Accidents  to  Trainmen  from  jqoi  to  ipi2. 

In  connection  with  Mr.  Lee's  assertion  that  casualties  to  trainmen 
are  in  part  due  to  the  insufficient  size  of  the  train  crew,  and  his  im- 
plication that  casualties  are  increasing,  it  is  of  interest  to  examine 
the  statistics  of  casualties  to  trainmen  from  1901  to  1912,  classified 
by  their  causes,  here  shown  in  Table  II.    These  statistics  compiled 


27 

by  the  Interstate  Commerce  Commission  are  not  wholly  comparable, 
as  certain  changes  have  been  made  in  the  classification  of  accidents 
during  the  period.  Moreover,  the  statistics  from  1901  to  1910  are 
taken  from  the  annual  reports  of  the  railways  to  the  commission, 
while  those  for  191 1  and  1912  are  from  the  annual  summary  of  the 
monthly  reports  of  accidents,  annual  reports  of  accidents  having 
been  abandoned  in  19 10.  Because  of  the  fact  that  for  the  last  two 
years  here  presented  the  reports  are  made  by  the  railways  to  the 
connnission  monthly  instead  of  annually,  and  because  the  inspec- 
tion of  accidents  has  been  more  rigorous,  the  statistics  for  these  last 
two  years  have  doubtless  been  more  complete ;  this  will  probably 
account,  in  considerable  part,  for  the  striking  increases  in  the  num- 
ber injured.  The  fact  that  the  larger  number  of  casualties  to  train- 
men are  due  to  causes  which  have  little,  if  any,  relation  to  the  num- 
ber of  men  employed  has  already  been  discussed.  This  table  simply 
emphasizes  the  fact  by  showing  the  same  situation  for  12  successive 
years.  It  should  be  noted,  further,  that  while  the  number  of  in- 
juries considerably  increased  from  1901  to  1904,  they  then  did  not 
vary  greatly  year  by  year  until  191 1,  when  they  again  appear  to 
increase  (due  in  part,  as  already  noted,  to  more  complete  reports). 
The  number  of  deaths,  taking  the  period  as  a  whole,  was  about  the 
same  for  each  year. 


28 


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29 

During  the  ten  years,  1902-1912,  the  Interstate  Commerce  Com- 
mission investigated  directly  through  its  own  agents  1,431  train 
accidents,  which  were  responsible  for  the  death  of  3,447  persons, 
or  about  one-third  of  the  total  number  killed  in  such  accidents  dur- 
ing this  period,  and  the  injury  of  18,908  persons,  or  about  one- 
eighth  of  the  total  number  injured  in  such  accidents  during  this 
period. 

The  following  tabulation  shows  the  causes  to  which  the  commis- 
sion attributed  these  1,431  train  accidents: 

Causes  of  Principal  Train  Accidents   on  Railways  of  United  States, 
Fiscal  Years  1902  to  1912,  Inclusivt:. 

Fault  of  train  crew  other  than  brakemen :  Number. 

Disobedience  of  rules  or  orders 63 

Misread    orders 69 

Ran  past  signal 66 

Ran  past  meeting  point 36 

Carelessness 95 

Forgetfulness    49 

Asleep  40 

Intoxication  5 

Failure  to  follow  schedule 16 

Excessive  speed 137 

Other  errors i 

Total 577 

Fault  of  brakemen: 

Failure  to  set  brakes 40 

Failure  to  flag 72 

Improper  flagging 26 

Other  errors 5 

Total 143 

Fault  of  dispatchers,  operators,  etc. : 

Wrong  orders 89 

Failure  to  deliver  orders 67 

Signal  incorrectly  set 60 

Switch    misplaced 59 

Other  errors 2 

Total 277 

Fault  of  other  employees 18 

Mechanical  defects: 

Defective  or  weakt.  ned  track 59 

Defective  or  weakened  equipment 96 

Failure  of  air-brakes 30 

Failure  of  block  signals 4 

Total 189 

Parting  of  trains 11 

Hostile  weather  conditions 68 

Malicious  interference  with  track  or  equipment 41 

Miscellaneous  causes 35 

Causes  uncertain  or  unknown 72 

Total 1,431 


30 

Again,  it  may  be  said  that,  while  the  commission  attributes  none 
of  these  accidents  to  an  insufficient  number  of  men,  yet  it  is  clear 
that  the  commission  does  not  follow  the  causes  to  their  ultimate 
source,  and  hence  it  cannot  be  claimed  that  these  statistics  alone 
demonstrate  that  none  of  these  accidents  were  due  to  an  insufficient 
train  force. 

Accidents  to  Long  Freight  Trains. 

The  argument  that  more  than  two  brakemen  should  be  employed 
on  long  through  trains  in  the  interest  of  safety  implies  that  these 
trains  are  more  liable  to  accidents  than  short  local  trains  with  three 
brakemen,  and  that  the  third  brakeman  should  be  employed  on 
through  trains  to  reduce  this  liability.  In  this  connection  may  be 
quoted  statistics  compiled  by  C.  W.  Kouns,  general  manager  of 
the  Atchison,  Topeka  &  Santa  Fe  Railway's  eastern  lines,  presented 
to  the  Joint  Railroad  Committee  of  the  House  and  Senate  of  the 
Kansas  Legislature  last  winter.     Mr.  Kouns  said : 

"For  the  purpose  of  aiding  an  understanding,  these  reports  have 
been  divided  to  show  the  number  of  accidents  occurring  to  trains 
having  more  or  less  than  25  cars. 

"The  Missouri,  Kansas  &  Texas  report,  covering  three  divisions, 
shows  2,718  trains  run.  Of  this  number,  there  were  79  accidents  to 
trains  carrying  more  than  25  cars  and  119  to  trains  carrying  less 
than  25  cars.  In  other  words,  under  the  first  item  there  was  one 
accident  to  every  345  trains,  while  the  second  shows  one  accident  to 
■every  179  trains. 

"On  the  Union  Pacific,  in  Kansas,  during  January,  1913,  there 
were  five  accidents ;  all  to  trains  having  less  than  25  cars.  There 
were  873  such  trains,  so  that  the  rate  was  one  for  each  175  trains 
run.  They  ran  during  the  same  period  644  trains  with  over  25  cars 
without  accident. 

"On  the  Atchison,  Topeka  &  Santa  Fe,  from  August,  1912,  to 
January  31,  1913,  there  were  19,407  trains  run  with  25  cars  or  less. 
There  were  128  accidents  to  these  trains,  or  one  to  every  152  trains 
run.  There  were  22,348  trains  run  with  more  than  25  cars.  There 
were  123  accidents  to  these  trains,  or  one  to  each  182  trains  run. 

"A  significant  fact  in  connection  with  these  accidents  is,  that 
while  a  large  per  cent  of  the  smaller  trains  were  equipped  with  an 
additional  man,  61  of  the  128  accidents  were  due  to  errors  of  em- 
ployees. On  the  heavier  trains,  and  greater  total  number  run,  there 
were  but  44  due  to  that  cause. 

"The  Chicago,  Rock  Island  &  Pacific,  reporting  for  six  months 
€nding  December  31,  1912,  shows  56  accidents  to  trains  having  less 


31 

than  25  cars,  or  one  for  each  103  trains  run^  and  88  accidents  to 
trains  having  more  than  25  cars,  or  one  for  each  122  trains  run 
"They  also  show  a  much  larger  number  of  accidents  due  to  errors 
of  employees  on  the  smaller  trains  than  the  large  ones  j  the  figures 
being  54  on  the  smaller  and  17  on  the  larger  trains." 

While  the  available  evidence  is  not  finally  destructive  of  the  claim 
that  a  number  of  the  accidents  in  train  service  is  due  to  the  employ- 
ment of  too  few  men,  yet  the  presumption  from  all  the  evidence 
is  so  strongly  to  the  contrary  that  it  throws  the  burden  of  proof 
upon  those  who  make  the  statement.  Thus  far  they  have  presented 
no  specific  evidence  in  support  of  their  contention. 

On  the  other  hand,  it  is  the  unanimous  opinion  of  railway  operat- 
ing officers  that  an  increase  in  the  number  of  men  normally  em- 
ployed on  trains  will  tend  to  increase  the  number  of  accidents  not 
only  to  individual  employees,  but  to  the  trains  themselves.  It  will 
either  result  in  a  dangerous  division  of  responsibility  or  else  in  an 
idle  and  unnecessary  man  becoming  a  hindrance  to  other  employees 
in  the  performance  of  their  duties.  Replies  received  in  1909  by  the 
Special  Committee  on  the  Relation  of  Railway  Legislation  to  Opera- 
tion from  railways  operating  in  states  where  train-crew  legislation 
had  been  passed  were  unanimous  in  expressing  the  view  that  no 
duties  were  performed  by  the  extra  man  on  a  train  that  could  not 
be  performed  by  the  other  employees.  It  was,  moreover,  the  unani- 
mous opinion  that  the  legislation  did  not  and  would  not  increase 
safety,  while  many  expressed  the  opinion  that  it  was  bound  to  have 
the  opposite  effect. 

Accidents  to  all  Persons. 

Larger  train  crews  are  urged,  not  only  in  behalf  of  the  safety  of 
trainmen,  but  also  for  the  further  reason  that  they  would  increase 
the  safety  of  the  traveling  public  and  of  railway  employees  other 
than  trainmen.  With  respect  to  that  claim,  an  analysis  of  the  causes 
of  accidents  to  railway  employees,  passengers,  trespassers,  and  other 
persons  is  shown  in  Table  III.  It  will  be  seen  that  more  than  half 
of  the  casualties  to  passengers  are  due  to  collisions  and  derailments, 
which  have  been  considered.  As  to  the  other  casualties,  there  is  no 
indication  that  the  size  of  the  train  crew  was  a  factor  in  their  cause. 


32 


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33 


Train-crew  Legislation  as  Affecting  the  Provision  of  Safety 

Appliances. 

There  is  another  side  to  this  question  of  the  eflfect  of  full  train- 
crew  laws  on  safety.  If  it  be  admitted  that  train-crew  legislation  is 
unnecessary,  it  must  then  be  granted  that  such  legislation  not  only 
will  not  promote  safety,  but  may  by  reason  of  its  expense  be  an 
actual  obstruction  in  the  way  of  the  development  of  greater  safety 
of  the  railways  of  the  country.  The  Interstate  Commerce  Commis- 
sion has  frequently  called  attention  to  the  need  for  physical  improve- 
ments. In  its  annual  report  for  1912  it  directs  attention  to  condi- 
tions of  track  and  equipment  that  lead  to  derailments,  and  recom- 
mends the  universal  installation  of  the  block  system  as  a  means  of 
reducing  collisions.  The  improvement  of  track  and  equipment  and 
the  installation  of  block-signal  systems  and  other  physical  improve- 
ments can  be  made  only  by  the  investment  of  a  large  amount  of  cap- 
ital. As  has  been  shown,  the  railways  estimate  that  train-crew 
legislation  applying  throughout  the  country  would  increase  railway 
expenses  to  the  extent  of  from  $13,000,000  to  $20,000,000  per  year. 
The  former  amount  is  the  annual  interest  at  5  per  cent  on  $260,- 
000.000;  the  latter  on  $400,000,000.  It  has  been  estimated  by  the 
Special  Committee  on  the  Relation  of  Railway  Operation  to  Legis- 
lation that  for  $260,000,000  block-signal  systems  could  be  installed 
on  all  railway  mileage  of  the  United  States  not  now  so  equipped — 
in  other  words,  train-crew  legislation  would  cost  the  railroads  at 
least  as  much  as  the  universal  installation  of  the  block-signal  system. 

Railway  ofificers  contend  that  net  earnings  are  insufficient  even 
now  to  enable  them  to  make  these  needed  physical  improvements. 
On  this  point  the  Block  Signal  and  Train  Control  Board  created  by 
Congress  to  investigate  appliances  for  the  promotion  of  safety  of 
railroad  operation,  in  its  final  report  to  the  Interstate  Commerce 
Commission,  on  June  29,  1912,  said: 

"In  discussing  this  subject  it  may  be  assumed  at  the  outset  that 
railroad  officers  and  employees  are  as  anxious  to  do  everything  in 
their  power  to  promote  safety  as  the  public  is  to  have  safeguards 
provided,  and  that  railroad  officials  and  employees  are  not  immune 
to  the  horrors  of  a  terrible  wreck.  If  all  think  alike  and  have  the 
same  desire,  why  are  not  better  safeguards  provided?  The  general 
answer  for  most  railroads  is  the  expense  involved.  Money  is  not 
available  with  which  to  provide  and  install  the  apparatus.  It  is 
needed  elsewhere." 


TRAIN-CREW  LEGISLATION  VETOED  BY  GOVERNORS. 

In  conclusion,  there  are  appended  messages  accompanying  vetoes 
of  train-crew  bills  by  Governor  Cruce  of  Oklahoma,  in  191 3,  and 
Governor  Hughes  of  New  York,  1907 ;  and  extracts  from  veto 
messages  of  Governor  Dix  of  New  York,  191 1,  and  Governor  Foss 
of  Massachusetts,  1912. 

Governor  Cruce' s  Veto  Message — 1913. 

"I  have  studied  this  bill  from  every  angle,  and  the  more  I  have 
studied  it  the  more  I  have  become  convinced  that  it  should  not 
receive  my  approval.  In  the  enactment  of  this  bill  it  is  only  the 
railway  companies  and  their  employees  that  have  been  considered. 
The  thousands  of  people  in  this  State  who  travel  upon  the  rail- 
roads and  ship  their  products  and  merchandise  over  same  have  not 
entered  into  the  discussion.  This  fact,  however,  must  remain  after 
all  has  been  said,  that  every  dollar  of  expense  placed  upon  railway 
corporations  in  Oklahoma  will  ultimately  be  paid  by  those  who 
patronize  the  railroads.  The  cost  of  putting  this  bill  into  operation 
is  estimated  by  the  corporation  commission  at  something  like  $250,- 
000,  while  the  cost  is  estimated  by  the  railroad  companies  at  more 
than  $400,cxx).  But  whether  it  be  $100,000  or  $500,000,  that  amount 
in  the  end  will  be  paid  by  those  who  use  the  railroads.  Another 
thing  I  have  learned  to  believe  is  that  those  who  have  made  a  life- 
time study  of  railroad  operations  are  better  judges  of  the  proper 
method  of  operating  them  than  I  am,  and  I  believe  that  this  is 
equally  true  when  applied  to  a  majority  of  the  members  of  any  legis- 
lative body.  The  trouble  in  Oklahoma  is  and  has  ever  been  that  in 
dealing  with  public  service  corporations  we  have  assumed  to  know 
more  about  how  properly  to  operate  them  than  those  who  have 
given  the  matter  careful  study.  Public  service  corporations  need 
to  be  regulated  and  need  to  be  controlled.  Oklahoma  has  under- 
taken to  do  this  by  the  creation  of  a  corporation  commission,  and 
has  clothed  that  commission  with  unusual  authority  in  dealing  with 
such  matters.  That  commission,  after  having  studied  this  question, 
is  better  able  to  place  suitable  regulations  upon  the  railroads  than 
is  the  governor  or  the  legislature. 

"The  practical  effect  of  this  bill  would  be  to  give  employment  to 
a  number  of  railroad  men  without  increasing  the  efficiency  of  the 

(34) 


35 

service,  and  would  be  supplying  positions  for  three  men  to  do  the 
work  that  can  be  done  by  two.  It  is  in  entire  harmony  with  the 
principle  that  has  prevailed  in  this  State  of  creating  an  army  of 
officials  to  do  the  work  that  ought  to  be  done  by  half  that  number 
of  men.  This  legislature  has  set  itself  to  the  task  of  reducing  the 
number  of  officials  drawing  salaries  from  the  State,  and  a  Herculean 
task  it  is  proving.  It  is  certainly  inconsistent,  while  trying  to  curtail 
the  number  of  useless  public  officials,  to  increase  the  number  of 
appointed  employees,  who  in  the  end  must  draw  their  subsistence 
from  the  same  source  that  is  now  drawn  upon  by  these  useless 
public  employees." 

Governor  Hughes'  Veto  Message — 190/. 

"I  return  herewith,  without  my  approval,  Assembly  Bill  No.  455 
(Senate  Reprint  No.  1338),  entitled  'An  act  to  better  protect  the 
lives  of  railroad  employees.' 

"This  bill  provides  that  it  shall  be  unlawful  for  any  railroad  com- 
pany in  the  State  of  New  York  'that  runs  more  than  four  freight 
trains  in  twenty-four  hours'  to  run  over  any  part  of  its  road  outside 
of  yard  limits  any  freight  train  composed  of  more  than  twenty  cars 
with  less  than  a  full  crew  of  six  persons,  to-wit :  one  engineer,  one 
fireman,  one  conductor,  and  three  brakemen ;  or  a  light  engine  with- 
out cars,  without  a  crew  composed  of  one  engineer,  one  fireman, 
one  conductor  or  flagman,  when  running  a  distance  of  ten  miles  or 
more  from  starting  point. 

"According  to  present  practice,  freight  trains  are  very  generally 
operated  with  a  crew  of  five  persons,  and  the  object  of  this  bill  is 
to  compel  the  employment  of  an  additional  brakeman.  The  neces- 
sity for  this  is  said  to  lie  in  the  fact  that  without  three  brakemen 
the  freight  trains  are  insufficiently  manned,  and  that  firemen  are 
compelled  to  leave  their  places  in  all  kinds  of  weather  to  throw 
switches  when  the  two  brakemen  are  required  respectively  to  go 
ahead  of  and  behind  the  train. 

"This  bill,  however,  upon  the  facts  developed  before  me  upon 
the  hearing  and  undisputed,  is  clearly  unconstitutional.  Such  a 
measure  should  define  the  service  required,  with  suitable  reference 
to  circumstances  and  conditions,  so  that  the  law  would  apply  in 
proper  cases  and  not  otherwise.  The  bill  takes  no  account  of  the 
difference  between  the  different  roads  and  parts  of  roads,  in  track- 


36 

age  and  switching  facilities,  and  of  the  fact  that  what  may  be  neces- 
sary in  the  case  of  some  railroads  may  be  wholly  unnecessary  in 
others.  In  the  case  of  the  New  York  Central  Railroad  it  was  shown 
that  the  trackage  and  switching  facilities  on  its  main  line  were  of 
such  a  character  as  to  make  unnecessary  the  employment  of  a  third 
brakeman  in  accordance  with  the  provisions  of  the  bill.  This  was 
frankly  conceded  by  supporters  of  the  bill. 

"To  require  the  expenditure  of  a  very  large  amount  of  money 
(estimated  at  several  hundred  thousand  dollars  annually)  without 
necessity  for  the  outlay  is  simply  arbitrary  exaction  and  a  taking 
of  property  without  due  process  of  law.  The  bill  does  not  refer  its 
requirements  to  any  proper  standard  of  necessity  or  provide  any 
criterion  by  which  its  proper  application,  under  varying  conditions, 
is  to  be  determined.  It  contains  an  absolute  requirement  which, 
upon  the  facts  conceded  before  me,  cannot  be  justified." 

Governor  Dix's  Veto  Message — igii. 

"This  bill  is  objectionable  for  the  reason  that  it  takes  away  from 
the  Public  Service  Commission  a  right  which  it  now  has  for  the 
proper  regulation  of  railroads." 

Governor  Foss's  Veto  Message — 1^12. 

Governor  Foss  vetoed  a  train-crew  bill  passed  by  the  Massachu- 
setts Legislature  in  19 12  on  the  ground  that  the  public  interests  in 
such  matters  of  detail  in  railway  operation  cannot  be  well  protected 
by  means  of  special  arbitrary  legislative  enactments,  but  should  be 
entrusted  to  an  expert  regulative  commission.    He  said : 

"I  cannot  pass  judgment  upon  the  question  as  to  whether  or  not 
all  freight  trains  of  thirty  cars  should  carry  crews  of  six  men,  and 
all  trains  of  twenty-nine  cars  five  men.  These  matters  can,  in  my 
judgment,  be  determined  only  by  a  permanent  and  powerful  com- 
mission of  experts  skilled  in  railroad  operation  and  regulation." 


ADDENDUM. 

As  stated  on  page  i8,  under  date  of  July  9,  1913,  a  letter  reading 
as  below  was  sent  by  registered  mail  to  the  respective  headquarters 
of— 

Mr.  Warren  S.  Stone,  Grand  Chief  Engineer,  Brotherhood  of  Loco- 
motive Engineers. 

Mr.  W.  S.  Carter,  President,  Brotherhood  of  Locomotive  Firemen 
and  Enginemen. 

Mr.  A.  B.  Garretson,  President,  Order  of  Railway  Conductors. 

Mr.  W.  G.  Lee,  President,  Brotherhood  of  Railroad  Trainmen. 

Dear  Sir:  The  Bureau  of  Railway  Economics  has  under  way  a 
study  of  train-crew  legislation,  proposed  for  issue  as  one  of  its 
bulletins. 

In  all  of  its  studies  the  bureau  is  committed  to  fairness,  accuracy, 
and  thoroughness.  In  this  study  it  especially  desires  to  adhere  to 
these  fundamental  principles  of  its  procedure,  and  is  therefore  seek- 
ing information  from  every  source  that  may  tend  to  impart  these 
qualities  to  this  bulletin. 

In  the  thought  that  you  may  be  interested  in  the  subject,  a  first 
page-proof  of  the  bulletin  is  enclosed  for  your  scrutiny.  If  you 
have  the  time  and  the  inclination  to  read  this,  as  I  hope  you  will,  we 
shall  be  very  glad  to  have  your  comments,  criticisms,  and  sug- 
gestions. We  especially  desire  definite,  specific,  and  substantiated 
information  such  as  may  not  have  come  to  our  attention  that  bears 
upon  the  merits  of  the  questions  discussed. 
Yours  very  truly, 
(Signed)  L.  G.  McPherson, 

Director  of  the  Bureau. 

Under  date  of  July  12th,  Mr.  Carter  replied  "that  so  far  mem- 
bers of  this  organization  have  not  seriously  endeavored  to  secure 
'full  train-crew'  legislation  for  firemen." 

Under  date  of  August  4th,  Mr.  Garretson  replied:  "I  have  not 
yet  had  time  to  go  through  the  document  in  question,  owing  to 
press  of  other  business  incident  to  a  long-continued  absence  from 
my  office." 

Up  to  October  6,  the  day  this  bulletin  is  placed  upon  the  press, 
no  reply  has  been  received  from  either  Mr.  Stone  or  Mr.  Lee. 

(37) 


BULLETINS    OF   THE 
BUREAU  OF  RAILWAY  ECONOMICS 

(Continued  from  page  2  of  cover.) 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Clompensatlon 

during  the  Year  Ending  June  30,  1911. 
Variations  In  the  Number  of  Railway  Employees,  1909-1910-1911. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to  Traffic 

and  Revenue,  1909-1910-1911. 

29.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  December,  1911. 

30.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  January,  1912. 

31.  Railway  Traffic  Statistics,  1900-1910. 

32.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  February,  1912. 

33.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  March,  1912. 

34.  A  Comparative  Study  of  Railway  Wages  and  the  Cost  of  Living  In  the 

United  States,  the  United  Kingdom,  and  the  Principal  Countries  of 
Continental  Europe. 

35.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  April,  1912. 

36.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  May,  1912. 

37.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  June,  1912. 

38.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1912. 

39.  Comparison  of  Capital  Values — Agriculture,  Manufactures,  and  the  Rail- 

ways. 

40.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  August,  1912. 

41.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  tht  United  States 

for  September,  1912. 

42.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  October,  1912. 

43.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  tt»e  United  States 

for  November,  1912. 

44.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  December,  1912, 

45.  Railways  and  Agriculture,  1900-1910. 

46.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  January,  1913. 

47.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  February,  1913. 

48.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  March,  1913. 

49.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  April,  1913. 

50.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  May,  1913. 

51.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  June,  1913. 

52.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1913. 

53.  The  Arguments  For  and  Against  Train-Crew  Legislation. 


BUREAU  OF  RAILWAY  ECONOMICS 

Ik 

Established  by  Railways  of  theJUnited  States 
for  the  Scientific  Study  of  Transportation  Problems 

FRANK  HAIGH   DIXON  RICHARD  H.  JOHNSTON 

CHIEF  STATISTICIAN  LIBRARIAN 

LOGAN  G.  Mcpherson 

DIRECTOR 


List  of  Publications  Pertaining  to  Government 
Ownership  of  Railways 


BuUeltD  No.  62 

WASHINGTON.  D.  C 

1914 


BULLETINS  Or  THE 
BUREAU  OF  RAILWAY  ECONOMICS, 
WASHINGTON,  D.  C.       . 

1.  Summary  of  Revenues  aud  Expenses  of  Steam  Roads  in  the  United  States 

for  July,  1910.     (Monthly  Report  Series,  Bulletin  No.  1.) 

2.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  August,  1910.     (Monthly  Report  Series,  Bulletin  No.  2.) 

3.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  September,  1910.     (Monthly  Report  Series,  Bulletin  No.  3.) 

4.  A  Compatative  Statement  of  Physical  Valuation  and  Capitalization. 

5.  Preliminary  Bulletin  for  November,  1910 — Revenues  and  Expenses. 

6.  Railvsray  Traffic  Statistics,  1900-1909.    (Superseded  by  No.  31.) 

7.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  October,  1910.    (Monthly  Report  Series,  Bulletin  No.  4). 

8.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  November,  1910.     (Monthly  Report  Series,  Bulletin  No.  5.) 

9.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  December,  1910.     (Monthly  Report  Series,  Bulletin  No.  6.) 

10.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  January,  1911. 

11.  (Out  of  Print.) 

12.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  February,  1911. 

13.  "  "  "  for  March,  1911. 

14.  "  "  "  for  April,  1911. 

15.  (Out  of  Print) 

16.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  May,  1911. 

17.  (Out  of  Print) 

18.  (Out  of  Print)  ^ 

19.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  June,  1911. 

20.  "  "  "  for  July,  1911. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  August,  1911. 

23.  (Out  of  Print) 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United  Kingdom, 

France,  and  Germany. 

25.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  September,  1911. 

26.  "  "  "  for  October,  1911. 

27.  "  "  "  for  November,  1911. 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Compensation 

during  the  Year  Ending  June  30,  1911. 
Variations  in  the  Number  of  Railway  Employees,  190&-1910-1911. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to  Traffic 

and  Revenue,  1909-1910-1911. 

( Continued  to  page  3  of  cover. ) 


List  of  Publications  Pertaining  to  Government 
Ownership  of  Railways 


Bullettn  No.  62 

WASHINGTON.  D.  C. 

1914 


L.  C.  card  no.  A14-973 


Lfi    [ 


CONTENTS 

Prefatory    note 5 

General    7 

Australasia    17 

Austria-]  lungary 19 

Belgium  and  the  Xetherlands 20 

Canada    21 

France    22 

Germany    31 

Great    Britain 34 

Italy    41 

Japan    44 

Mexico    45 

Russia    45 

Switzerland 46 

United  States 50 

Alaska    64 

Georgia    66 

Massachusetts    66 

North    Carolina 68 

Oklahoma   68 

Pennsylvania    68 

Panama  Railroad 69 

Other  countries   69 

List  of  authors 71 

(3) 


In  the  preparation  of  this  bibli- 
ography every  effort  has  been  made 
to  inchide  references  to  all  the 
available  literature  on  the  subject — 
good,  bad,  and  indifferent — for  and 
against  government  ownership. 


PREFATORY   NOTE 

The  following  libraries  are  represented  in  the  bibliography  of  rail- 
ways maintained  by  the  Bureau  of  Railway  Economics.     The  books 
and  pamphlets  in  this  list  may  be  found  in  the  libraries  respectively 
indicated  by  the  key  letters: 

APS  — American  Philosophical  Society 

ASCE  — American  Society  of  Civil  Engineers 

AmhC  — Amherst  College 

BA  — Boston  Athenaeum 

BPL  —Boston  Public  Library 

BowC  — Bowdoin  College 

B  — Bureau  of  Railway  Economics 

Clark  — Clark  University 
ClevcPL  — Cleveland  Public  Library 

CU  — Columbia  University 

CtHS  — Connecticut  Historical  Society 

CtSL  — Connecticut  State  Library 

CornU  — Cornell  University 

DCL  — Dartmouth  College  Library 

HU  — Harvard  University 

HDG  — Collection  of  Professor  Henry  D.  Gardner,  Providence 

HF&S  —Harvey  Fisk  &  Sons,  New  York  City 

Hh  — Private  Collection  of  James  Hillhouse,  Esq.,  New  Haven 

H  — Hopkins  Railway  Library,  Leland  Stanford  Jr.  University 

IndSL  — Indiana  State  Library 

IntRC  — International  Railway  Congress  Library,  Berne 

ICC  — Interstate  Commerce  Commission 

JC  — John  Crerar  Library 

JHU  — Johns  Hopkins  University 

LU  — Lehigh  University 

LibCo  — Library  Company  of  Philadelphia 

LC  — Library  of  Congress 

LSE  — London  School  of  Economics 

MeHS  — Maine  Historical  Society 

MeSL  — Maine  State  Library 
MassHS  — Massachusetts  Historical  Society 

MIT  — -Massachusetts  Institute  of  Technology 

MassRR  — Massachusetts  Railroad  Commission,  now  Public  Service  Com- 
mission 

MassSL  — Massachusetts  State  Library 

MechL  — Mechanics'  Library  of  Altoona,  Pa. 

(5) 


NHSL     — New  Hampshire  State  Library 

NJSL       — New  Jersey  State  Library 

NY  — New  York  Public  Library 

PrU         — Princeton  University 

Prussia    — Bibliothek  des  Konigl.    Ministeriums  der  Offentlichen  Arbeiten, 

Berlin 
Rgy  — Ridgeway  Library,  Philadelphia 

StLPL     — St.  Louis  Public  Library 

SpgPL     —Springfield  City  Library  Association,  Springfield,  Mass. 
SU  — Syracuse  University 

TPL         • — Toronto  Public  Library 
TrentPL — Trenton  Public  Library 
Tufts        —Tufts  College 
UCal         — University  of  California 
UC  — University  of  Chicago 

UI  — University  of  Illinois 

UM  — University  of  Michigan 

UMinn     — University  of  Minnesota 
UP  — University  of  Pennsylvania 

UT  — University  of  Toronto 

UW  ■ — University  of  Wisconsin 

WRHS    — Western  Reserve  Historical  Society 
WorcAS  — Worcester  Antiquarian  Society 
WorcPL  — Worcester  Public  Library 
Y  — Yale  University 


Files  of  general  periodicals,  such  as  the  Arena,  Atlantic  Monthly, 
Forum,  Fortnightly,  etc.,  are  to  be  found  in  all  the  larger  libraries,  as 
well  as  in  those  especially  indicated. 

Files  of  the  Railway  Age  Gazette  are  to  be  found  in  most  of  the 
public  and  university  libraries.  The  Archiv  fiir  Eisenbahnwesen  is  to 
be  found  in  most  of  the  imiversity  libraries. 

No  attempt  has  been  made  to  include  in  this  list  references  to  the 
larger  subject  of  the  relations  of  railways  to  the  state,  or  to  books  and 

articles  that  are  merely  descriptive  of  state  railroads. 

In  the  preparation  of  this  list  the  Bureau  of  Railway  Economics  has 
received  valuable  assistance  from  the  Division  of  Bibliography  of  the 
Library  of  Congress  and  from  the  New  York  Public  Library. 


GENERAL 


Acworth,  William  M.  Railways  under 
government  control. 

(Forum,  v.  11:79-90;  .March  1891)  B, 
LC,  NY. 

Acworth,  William  M.  The  relation  of 
railroads  to  the  state;  an  address 
.  .  .  delivered  as  president  of  the 
Section  of  economic  science  and  sta- 
tistics, at  the  annual  meeting  of  the 
British  association  for  the  advance- 
ment of  science,  at  Dublin,  Ireland, 
September  2,  1908.  Philadelphia,  Press 
of  Allen,  Lane  &  Scott,  1908.  14  p. 
8°.  B,  BPL,  CtSL,  H,  HU,  IndSL, 
ICC,  JC,  LC,  MIT,  NY,  PrU,  UCal, 
m,  UP,  UT,  UW,  Y. 

,      Same.      London,    1908.      12    p. 

8°.    B. 

Acworth.  William  M.,  and  Cook,  Wil- 
liam W.  Acworth  and  Cook,  on  a 
government  holding  company. 

(Railway  age  gazette,  v.  52:15.34-36; 
June  21,   1912). 

Acworth,  William  M.,  and  others.  The 
state  in  relation  to  railways.  Papers 
read  at  the  congress  of  the  Royal  eco- 
nomic society,  January  11,  1912.  West- 
minster. P.  S.  King  &  CO.,  1912.  100  p. 
8°.  B,  CU,  ICC,  LC,  LSE,  NY, 
UMinn. 

Contents:  i.  The  state  in  relation 
to  railways  in  England,  by  W.  M.  Ac- 
worth.  2.  The  state  control  of  British 
railways,  by  W.  Tetley  Stephenson. 
3.  Parliament  and  the  railways,  by  E. 
Cleveland-Stevens.  4.  The  nationali- 
sation of  railways  in  Prussia,  by  Prof. 
H.  Schumacher.  5.  State  railways  in 
France,  by  Prof.  Leroy  Bcaulieu.  6. 
The  Belgian  experience  in  state  rail- 
ways, by  Prof.  E.  Mahaim.  7.  The 
state  in  relation  to  railways  in  the 
United  States,  by  Prof.  E.  R.  Dew- 
snup. 


Adams,  Charles  Francis,  Jr.     The  state 

and  the  railroads. 
(Atlantic    monthly,    v.   37:360-71;    Mar. 

1876)      691-699    (June    1876);    V.    38: 

72-85   (July  1876)     B,  HU,  LC,  NY. 
Reprinted  separately.     Boston,  1876. 

p.  352-365.     H. 
.\llen,    Walter    S.      Some    problems    of 

public  ownership. 
( North   American   review,  v.  197  :  8-21 ; 

Jan.  1913)     B,  HU,  LC,  NY. 
Alli.x,    Georges.      Regies    nationales    et 

municipales. 
(Journal   des  transports,  37th  year;  37- 

39;  Jan.  24,  1914)     B,  LC. 
Arena    [Editorial].     Andrew  D.  White's 

special   plea   for  private  ownership  of 

railways. 

(Arena,  v.  34 :  79-82 ;  July  1905)  B,  LC. 
NY. 

Avebury,  John  Lubbock,  jst  baron.  On 
municipal  and  national  trading.  Lon- 
don, New  York,  Macmillan,  1907.  vi, 
178  p.  8°.  B,  BPL,  CU,  HU,  JC,  LC. 
State  management  of  railways  dis- 
cussed, p.  125-43.  The  author  believes 
that  its  results  have  been  unfortunate. 

Baxter,  Robert  Dudley.  Results  of  rail- 
way extension.  A  paper  read  before 
the  Statistical  society  of  London  in 
November  1866.  Four  hundred  and 
forty  millions  of  government  subsidy 
to  the  cotton  railroads  in  India. 
[Washington.  1867]  40  p.  8°.  B, 
BPL,  ICC,  JC,  LC,  MassRR,  NY. 

Reprinted  in  Hunt's  merchants' 
magazine,  v.  57:44-63,  89-107;  July- 
.•\ug.  1867:  under  title:  "Railway  ex- 
tension and  its  results."  B,  HF&S, 
LC. 

Beach,  Charles  F.,  Jr.  Railway  consoli- 
dation. In  Encyclopedia  Americana. 
V.  13.     B,  LC. 


(7) 


8 


Beach,  Charles  F.,  and  Segnitz,  Henri. 
The  railways  of  Europe. 

(Moody's  magazine,  v.  7,  8,  9,  Apr, 
1909-Apr.  1910)  B,  ICC,  JC,  LC,  NY. 
A  monthly  series  of  13  articles  cov- 
ering the  more  important  railway  sys- 
tems of  Europe,  with  especial  refer- 
ence to  the  question  of  government 
versus  private  ownership. 

Bellamy,  Edward.  First  steps  toward 
nationalism. 

(Forum,  v.  10:174-84;  October  1890) 
B,  LSE. 

Reasons  for  early  nationalization  of 
railways  in  the  United  States :  p.  179. 

Brooks,  Sydney.  Aspects  of  public  own- 
ership. 

(North  American  review,  v.  194:  199- 
210,  355-^,  541-52,  737-47:  v.  195: 
496-512,  64^4;  Aug.  to  Nov.  191 1 ; 
April  and  May  1912)     B,  LC,  NY. 

Results  of  government  ownership  of 
railways  considered  in  chapter  VI, 
May  1912.  Reprinted  by  Bureau  of 
railway  economics. 

Brown,  C.  S.  Vesey.  The  nationaliza- 
tion of  railways.  The  practical  work- 
ings of  state  ownership  in  various 
countries. 

(Cassier's  magazine,  v.  35:288-95;  Dec. 
1908)     B,  ICC,  LC. 

Browne,  Edward  F.  Socialism  or  em- 
pire; a  danger.  .  .  .  Omaha,  KIopp 
&  Bartlett  co.,  1906.  229  p.  8°.  ICC, 
JC,  LC. 

In  describing  the  railways  of  the 
principal  countries  of  the  world,  the 
author  shows  the  disadvantages  of 
government  ownership  or  of  strict 
government  control. 

Bureau  of  railway  economics.  List  of 
references  to  publications  pertaining 
to  the  government  ownership  of  rail- 
ways. Washington,  D.  C,  1913.  16  p. 
4°.    B,  ICC,  JC,  LC. 

Bureau  of  railway  economics.  Railway 
economics ;  a  collective  catalogue  of 
books  in  fourteen  American  libraries. 


prepared  by  the  Bureau  of  railway 
economics,  Washington,  D.  C.  Chi- 
cago, 111.,  Pub.  for  the  Bureau  of  rail- 
way economics  by  the  University  of 
Chicago  press  [1912].  x,  446  p.  4°. 
B,  BA,  BPL,  ClevePL,  CtSL,  CornU, 
CU,  DCL,  H,  HU,  ICC,  IndSL, 
IntRC,  JC,  LC,  LSE,  LU,  MIT, 
MassSL,  NY,  Prussia,  SpgPL,  TPL, 
UCal,  UC,  UI,  UM,  UMinn,  UP,  UT, 
UW,  Y. 
"Government  ownership"  :  p.  62-64. 

Reviewed  by  A.  F.  von  der  Leyen  in 
the  Archiv  fiir  eisenbahnwesen,  Nov.- 
Dec.  1912. 

The  Death  toll  of  state-owned  railroads. 

(Mediator,  v.  5:47-48;  July  1913)  B, 
ICC,  LC. 

Comparisons  of  deaths  caused  by 
railway  accidents  on  state-owned  and 
privately-owned  railroads.  From  sta- 
tistics tabulated  by  Bureau  of  railway 
economics. 

Deligny,  Paul,  fitude  comparee  du  droit 
de  rachat  dans  les  concessions  de 
chemins  de  fer  d'interet  general  et  de 
son  role  dans  la  politique  des  etats. 
Paris,  Guillaumin  &  cie,  1904.  232  p. 
8°.    CornU,  JC,  LC,  UCal,  UW. 

Dewsnup,  Ernest  R.  The  attitude  of  the 
state  toward  railways ;  a  discussion  of 
the  question  of  nationalization.  In 
American  economic  association.  Bulle- 
tin, 4th  sen,  no.  2,  p.  175-87;  April 
191 1.  B,  ICC,  JC,  HU,  LC,  LSE,  NY. 
Reprinted  separately  by  Bureau  of 
railway  economics. 

Dunn,  Samuel  O.  Government  owner- 
ship of  railways.  .  .  .  New  York 
and  London,  D.  Appleton  &  co.,  1913. 
vii  p.,  I  1.,  400  p.  tables.  12°.  B, 
ICC,  LC,  MeSL,  NY. 

Reviewed  by  George  O.  Virtue  in  the 
Journal  of  political  economy,  v.  22 : 
396-99;  April  1914.     B,  LC. 

The  author's  conclusions  as  to  the 
results  of  government  ownership  in 
the  United   States   are  quoted  in   the 


Railway  news,  v.  101:828;  April  18, 
1914. 
Dunn,  Samuel  O.  Some  often  over- 
looked points  regarding  government 
ownership  of  railways.  Address  .  .  . 
before  the  Traffic  club  of  New  Eng- 
land at  Boston,  Mass.,  December  6, 
1912.  25  p.  8°.  B,  CU,  ICC,  JC,  LC, 
NY. 

.     Sa))ic.     Boston,  Traffic  club  of 

New  England,  1912.    16  p.    8°.    IndSL, 
LSE,  NY,  WorcPL. 

Experiments    in   government  ownership. 

(Bache  review,  v.  22:1-2;  Mar.  28, 
1914)     B. 

Flower,  B.  O.  Extension  of  public 
ownership  of  railways. 

(Arena,  v.  34:79-82;  July  1905)  B, 
BPL,  HU,  LC,  NY. 

.     Extension  of  public  ownership 

of  railways. 

(Arena,  v.  29:91-92;  Jan.  1903)  B, 
BPL,  HU,  LC,  NY. 

Foxwell,  E.,  and  Farrer.  T.  C.  Express 
trains,  English  and  foreign;  a  statisti- 
cal account  of  all  the  express  trains 
of  the  world.  Lond.,  1889.  181  p. 
6  maps.    8°.    H. 

A  comparison  of  operation  in  Great 
Britain  and  in  countries  where  there 
are  state  railroads. 

Gallatin,  Albert  R.  Government  owner- 
ship. Railroads  operated  by  the  state 
invariably  show  deficits  or  give  bad 
service. 

(N.  Y.  Sun,  Feb  17,  1914)     B,  LC. 

Gardony,  Charles  N.  de.  How  the  Con- 
tinent finances  its  railways. 

(Financial  review  of  reviews,  no.  66:  30- 
33;  Apr.  191 1 )     B,  LC. 

Reprinted  in  Rand-McNally  Bank- 
ers' monthly,  June  191 1. 

Reprinted  in  Journal  of  commerce. 
May  10,  191 1. 

Government  ownership  a  failure. 
(Railway   and   marine   news,   v.    10:10; 
Sept.  15,  1912)     B. 


Government  ownership  of  railroads. 

(Public,   v.    12:171-75;    Feb.    19,    1909) 
LC. 

Gt.  Brit.  Board  of  trade.  Continental 
railway  investigations.  Reports  to  the 
Board  of  trade  on  railways  in  Bel- 
gium, France,  and  Italy.  London, 
1910.  vii,  282  p.  f°.  (Parliament. 
Papers  by  command,  5106)  B,  ICC, 
JC,  LC. 

Gt.  Brit.  Board  of  trade.  Railways 
(foreign  countries  and  British  posses- 
sions). .  .  .  Return  "showing,  so 
far  as  the  particulars  can  be  obtained" 
[government  ownership  of  railways]. 
London  [1908J  70  p.  f.  (Parlia- 
ment. Papers  by  command,  331)  B, 
ICC,  LC,  LSE,  NY. 

Gt.  Brit.  Board  of  trade.  State  railways 
(British  possessions  and  foreig^i  coun- 
tries). Return  to  an  order  of  the  hon- 
ourable the  House  of  commons,  dated 
the  14  December,  191 1.  .  .  .  Or- 
dered by  the  House  of  commons,  to 
be  printed,  12  August,  1913.  London, 
Eyre  and  Spottiswoode,  ltd.,  1913. 
7i  p.  f°.  (Parliament,  1913.  H.  of  C. 
Repts.  and  papers,  287)     B,  ICC,  LC. 

Return    "showing      .     .  (a)    in 

what  foreign  countries  and  British 
possessions  the  railways  have  been 
.  .  .  built  or  acquired  by  the  gov- 
ernment; (b)  the  cost  of  building  or 
acquisition  of  such  government  rail- 
ways, and  in  the  latter  case  the  date 
and  terms  of  purchase;  (c)  the  finan- 
cial results  in  each  case.  ...  (In 
continuation  of  Parliamentary  paper, 
no.  331,  of  session  1907  .  .  .)" 
Gunton's     magazine     [Editorial].       The 

fallacy  of  public  ownership. 
(Gunton's  magazine,  v.  25:277-85;  Nov. 

1903)    B,  ICC,  LC. 
Gunton's    magazine    [Editorial].      High- 
ways, railroads,  and  public  ownership. 
(Gunton's  magazine,  v.  23:422-23;  Nov. 
1902)     B,  ICC,  LC. 


lO 


Guyot,  Yves.  La  gestion  par  I'etat  et 
]cs  nnuiicipalites.  Paris,  1913.  437  p. 
12°.    B,  LC. 

Incliuies  state  ownership  and  oper- 
ation of  railroads.  Translated  under 
title :  "Where  and  why  public  owner- 
ship has  failed." 

Guyot,  Yves.  Where  and  why  public 
ownership  has  failed.  .  .  .  Tr. 
from  the  French  by  H.  F.  Baker.  New 
York,  Macmillan,  1914.  ix,  [3]  p.  i  1., 
459  p.    8°.    B,  ICC,  LC. 

Translation  of  "La  gestion  par  I'etat 
et  les  municipalites." 

Hadley,  Arthur  T.     Difficulties  of  public 

business  management. 
(Political    science    quarterly,    v.    3:572- 
91 ;  Dec.  1888)     B,  HU,  LC,  NY. 

Hadley,  Arthur  T.  Railroad  transporta- 
tion ;  its  history  and  its  laws.  New 
York  and  London,  Putnam,  1886.  269 
p.  12°.  B.  BowC,  ClevePL,  CU,  H, 
HU,  HF&S,  IndSL,  ICC,  JC,  LC, 
MIT,  NHSL,  NY,  Prussia,  UI,  UM, 
UP,  UT. 

"Railroad  policy  in  France":  p.  187; 
"The  railroad  systems  of  central  Eu- 
rope":  p.  203;  "Railroad  legislation  in 
Italy":  p.  219;  "Results  of  state  rail- 
road management" :  p.  236. 

— .     Same.     New  York  and  London, 

1885.269  p.    BPL,  ICC,  LC.  H. 

.     Same.     New  York  and  London, 

■    1893.     H,  ICC,  SU. 

-.     Same.    New  York  and  London, 

1899.     269  p.     B.  CU,  H,  HU,  JC.  LC, 
UL  UM.  UW.  Y. 

-.     Same.     7895.     CornU,    UP. 

Same.     French,  Traduit  par  A. 


Rafifalovich      et      L.      Guerin.     Paris, 
1887.     391  1).     II.  LC,  UCal. 

Same.     1903.     ICC,  LC. 


Harpier's      weekly      [Editorial].       Slate 

ownership  of  railways. 
(Harper's   weekly,   v.  50:544;   .\pril  21, 

1906)     B,  LC,  NY.  ' 

Its' results  in  various  countries. 


Hendrick,  Frank.  Railway  control  by 
commissions.  New  York,  Putnam's 
sons,  1900.  161  p.  12°.  B,  BowC, 
ClevePL,  CU,  CornU,  HU,  ICC,  JC, 
LC,  I^S^,  MIT,  NY,  Prussia,  UI, 
UW,Y. 

Discussion  of  government  owner- 
ship in  most  of  the  European  coun- 
tries, specifically  in  Switzerland. 

Hodgson,  John  S.  A  modified  attitude 
toward  state  ownership.  [Letter  to 
the  editor.] 

(Stone  &  Webster's  public  service  jour- 
nal, v.  14:195-98;  Mar.  1914)  B,  ICC, 
JC,  LC,  NY. 

The  ill  results  of  state  ownership  in 
various  countries. 

Iowa.  Railroad  commission.  Accidents 
on  government  railways.  Percentage 
alarming  in  comparison  with  private 
lines,     n.  p.   [1912].     i  1.     8°. 

Reprinted  from  Philadelphia  public 
ledger,  Feb.  11,  1912.     LC,  NY. 

Jacqmin,  F.  Les  chemins  de  fer  de 
I'etat :  solutions  dans  les  divers  pays. 

(Journal  des  economistes,  1877,  v.  2: 
297-301) 

Jacqmin,  F.  fitude  sur  I'exploitation  des 
chemins  de  fer  par  I'etat.  Paris,  1878. 
2,  104  p.    8°.       H,  UW. 

"Extrait  dc  la  Revue  des  deux 
mondes,  du  15  mars  1878." 

Jeans,  Jatnes  S.  Railway  problems  :  an 
inquiry  into  the  economic  conditions 
of  railway  working  in  dififerent  coun- 
tries. London.  Longmans.  Green  and 
CO.,  1887.  xxviii,  560  p.  8°.  B,  BPL, 
BowC,  ClevePL,  CornU,  CU,  H,  HU, 
IndSL,  ICC.  JC,  JHU,  LC,  LU,  MIT, 
NY,  SU,  UI,  UM,  UW. 

"Railways  as  state  property" :  p. 
456-71.  Discussion  of  both  sides  of 
the  question. 

Journal  of  commerce  [Editorial].  Is 
government   ownership   efficient? 

(Journal  of  commerce,  Jan.  4,  1913,  p. 
4.  col.  2)     B,  LC,  NY. 


n 


Katzenstein,  Louis.  Les  limites  de 
I'etatisation. 

(Revue  economique  Internationale,  8th 
year:  211-28;  August  191 1)     B,  LC. 

Application  of  the  fiscal  principle  in 
the  management  of  state  railways  and 
state  contracts ;  disadvantages  result- 
ing from  such  an  application,  p.  223- 
25- 

Keller,  Gottfried.  Dcr  staatsbahnge- 
danke  bei  den  verschiedenen  volkern 
historisch  dargestellt.  .  .  .  Bern, 
Aarau,  1897.  240  p.  8°.  ICC,  NY, 
UI,  UW. 

Kirkman,  Marshall  M.  Basis  of  railway 
rates  and  private  vs.  governmental 
management  of  railroads  .  .  .  form- 
ing one  of  the  series  of  volumes  com- 
prised in  the  revised  and  enlarged 
edition  of  The  science  of  railways. 
Ed.  1905.  New  York  and  Chicago, 
The  World  railway  publishing  co., 
1905.  vi,  7-350  p.  12°.  B,  BPL,  Cleve 
PL,  JC,  LC,  LSE,  LU,  MIT.  UW. 

This  work,  under  slightly  differing 
titles,  occurs  as  volume  VIII  of  the 
author's  "The  science  of  railways" 
which,  in  one  or  another  of  its  various 
editions,  is  found  in  most  libraries. 

Kirkman,  Marshall  M.  Railway  rates 
and  government  control.  Economic 
questions  surrounding  these  subjects. 
Chicago,  New  York,  Rand,  McNally 
&  CO.,  1892.  354  p.  12°.  B,  ClevePL, 
CU,  CornU,  H,  ICC,  LC,  MIT,  UI, 
UP.  UW. 

Government  control  and  value  of 
private  ownership:  p.  205-251. 

Lane,  Franklin  K.  [Letter  to  Hon.  Wil- 
liam C.  Houston,  House  of  represen- 
tatives, relative  to  railroads  con- 
structed by  different  countries  in 
opening  up  new  lands.] 

(Congressional  record,  v.  51:2026-29; 
Jan.  20,  1914.  Current  file)  B,  ICC, 
LC,  NY. 

Lane,  Franklin  K.  Success  of  federal 
railroad     regulation.       Is    government 


ownership  of  railroads  necessary? 
Railroad  problems  would  continue  to 
exist  under  government  ownership. 
European  experience. 

(Journal  of  commerce,  Jan.  3,  1912)  B, 
ICC,  LC,  NY. 

Reprinted  separately  by  Bureau  of 
railway  economics. 

Le  Chevalier,  Roger.  Du  caractere 
juridique  de  I'administration  des  che- 
mins  de  fer  de  I'etat.  Paris,  A.  Rous- 
seau, 1902.  2  p.  1.,  139  p.  4°.  B,  JC, 
LC,  UW. 

"Bibliographic":  p.  [i33]-i35.  Ar- 
gues that  exploitation  of  the  railroads 
is  a  legal  attribute  of  the  state  and  is 
not  neces.sarily  socialistic. 

Leroy-Bcaulieu.  Paul.  L'etat  moderne 
et  ses  fonctions.  3.  ed.,  rev.  et  aug. 
Paris,  Guillaumin  &  cie..  1900.  487  p. 
8°.     B,  LC   (also  4th  ed.,   1911). 

"De  rexploitation  des  chemins  de 
fer  par  l'etat"  :  p.  204-29. 

Leroy-Beaulieu,  Paul.  Traite  de  la  sci- 
ence des  finances.  8.  ed.  rev.  et  aug. 
Paris,  F.  Alcan,  1912.  2  v.  8°.  B, 
CU.  JC  (3d  ed..  1.^83;  6th  ed.,  1889), 
LC. 

Government  ownership:  v.  i,  p.  104- 
22. 

Lewis,  David  J.  Government  ownership 
of  railways  in  Europe. 

(Moody's  magazine,  v.  9.  35-39;  Jan. 
1910)     B.  ICC,  JC,  LC,  NY. 

Leyen,  K.  F.  von  der.  Die  eisenbahnen 
der  erde.  1830  bis  1910.  .  .  .  [Ber- 
lin, 1912]  27  p.,  incl.  tables,  i  fold, 
pi.     f. 

Reprinted  from  the  Archiv  fur  eisen- 
bahnwesen,  Jan.-Feb.  1912. 

Comment  in  Railway  age  gazette,  v. 
53:85-86;  July  19,  1912,  under  title: 
"The  extent  of  government  owner- 
.ship." 

Comment  in  Market  world  and 
chronicle,  v.  90:  125;  July  27,  1912.  B, 
LC,  NY. 


12 


The  article  is  one  of  the  series  of 
statistical  statements  appearing  an- 
nually in  the  Archiv  under  title  "Die 
eisenbahnen  der  erde,"  which  contain 
statistics  of  mileage  of  state-owned 
railroads. 
McPherson,  Logan  Grant.  Transporta- 
tion in  Europe.  New  York,  H.  Holt 
&  CO.,  1910.  iv,  285  p.  8°.  ASCE,  B, 
ClevePL,  CtSL,  CornU,  CU,  H,  HU, 
ICC,  JC,  JHU,  LC,  MassRR,  NY, 
Prussia,  UCal,  UC,  UM,  UP,  UW,  Y. 

"Phases  of  governmental   control" : 

P-  14^75- 

McVey,  Frank  L.  Modern  industrial- 
ism ;  an  outline  of  the  industrial  or- 
ganization as  seen  in  the  history,  in- 
dustry, and  problems  of  England,  the 
United  States,  and  Germany.  New 
York,  Appleton,  1904.  xv,  300  p. 
front,  (fold,  map)  illus.  8°.  (Apple- 
tons'  business  series)  B,  LC. 
"Government  ownership" :  p.  256-72. 

McVey,  Frank  L.  State  ownership  of 
railroads. 

(Gunton's  magazine,  11:54-63;  July 
1896)    B,  ICC,  LC. 

Unfavorable  to  government  owner- 
ship. 

Mavor,  James.  Transportation.  In  Or- 
ganization, correspondence,  transporta- 
tion. N.  Y.,  Alexander  Hamilton  in- 
stitute, 1912.    Part  III.    B,  LC. 

Discusses  nationalization  in  various 
countries. 

Meyer,  Balthasar  H.  Railway  regulation 
under  foreign  and  domestic  laws.  In 
U.  S.  Industrial  commission.  Report. 
Washington,  1901-2.  Vol.  IX,  p.  897- 
1091.    B,  BPL,  ICC,  LC,  UW. 

Meyer,  Hugo  R.  Government  ownership 
of  railways  [13  parts]. 

(Railway  age,  v.  36:  32-430;  July  lO-Oct. 
2,  1903) 

Meyer,  Hugo  R.  Governmental  regula- 
tion of  railway  rates;  a  study  of  the 
experience  of  the  United  States,  Ger- 
many, France,  Austria-Hungary,  Rus- 


sia, and  Australia.  New  York,  Mac- 
millan,  1905.  xxvii,  486p.  8°.  B,  BPL, 
CornU,  ClevePL,  CU,  HU,  IndSL, 
ICC,  JC,  JHU,  LC,  MIT,  NY,  SU, 
UCal,  UI,  UM,  UP,  UW,  Y. 

See  also  reviews  and  reply  of  author 
in  Yale  review,  February,  1906;  and 
Journal  of  political  economy,  February 
and  April,   1906. 

Opposed  to  government  ownership. 
Same.     1906.     HU,  LibCo. 


Reviewed  by  Ralph  Albertson  in  the 
Arena,  v.  36 :  103-05 ;  July,  1906. 

Milhaud,  Edgard.  Les  accidents  de 
chemins  de  fer  sur  les  reseaux  prives 
et  sur  les  reseaux  d'etat. 

(Annales  de  la  regie  directe,  v.  2:353- 
65;  Geneva,  1909-10)     NY. 

Milhaud,  Edgard.  Le  rachat  des  chemins 
de  fer.  Paris,  fidouard  Cornely  et  cie, 
1904,  xiii,  315  p.  12°.  B,  CornU,  CU, 
JC,  LC,  NY,  UI,  UW. 

Discusses  government  ownership  in 
Switzerland,  Belgium,  Italy,  Germany, 
and  France.  Favorable  to  the  repur- 
chase of  1898  in  Switzerland. 

Moreno  Calderon,  Antonio.  Examen  y 
juicio  de  la  explotacion  exclusiva  por 
el  estado  de  tierras,  industrias,  vias  de 
comunicacion,  etc.  Memoria  premiada 
con  accesit  por  la  Real  academia  de 
ciencias  morales  y  politicas  en  el  con- 
curso  ordinario  de  1907,  escrita  por  D. 
Antonio  Moreno  Calderon. 
Madrid,  Tip.  de  J.  Rates,  1909.  160  p. 
4°.    LC. 

Nationalization  of  railways.  In  Socialist 
year  book,  and  labor  annual.  By  J. 
Bruce  Glasier.  Manchester,  1913.  p. 
151-52.     B,  CU,  LC. 

New  York  Daily  people.  Railroad  slaves 
of  Europe.  Their  "government  owner- 
ship" serves  to  render  them  more  help- 
less against  task  masters. 

(New  York  Daily  people;  Sept.  5,  iQn) 

B. 
Newcomb,  Harry  Turner.    Public  owner- 
ship and  the  wage-earner,  a  paper  pre- 


13 


sented  at  the  special  summer  meeting 
of  the  American  association  for  the  ad- 
vancement of  science,  before  the  Sec- 
tion on  social  and  economic  science,  at 
Ithaca,  New  York,  on  July  2,  1906.  .  .  . 
New  York,  M.  O.  Publishing  bureau, 
n.  d.     14  p.    8°.    B,  UCal. 

Reviewed   in    Science,    n.   s.,   v.   24 : 
523-24;  Oct.  26,  1906. 

Newcomb,  Harry  Turner.  Railways  in 
foreign  countries.  In  U.  S.  Congress. 
Senate.  Committee  on  interstate  com- 
merce. Hearings  on  the  regulation  of 
railway  rates.  Washington,  1905-6. 
Appendix  L.    B,  ICC,  LC. 

Noel,  Octave.  Les  rachats  des  chemins 
de  for  et  I'exploitation  par  I'etat,  1878. 

(Revue  generale  d'administration,  v.   i  : 

378;  1878)  LC,  NY. 

Unfavorable  to  state  ownership,  es- 
pecially in  France. 

Oberg,  Erik.  Public  ownership  of  rail- 
roads. 

(Public,  V.  11:232-33,  44(>-5i;  June- 
Aug.  1908)     LC. 

A  study  of  its  results  in  the  trans- 
portation systems  of  Europe. 

Parsons,  Frank.  Private  monopoly  in 
transportation  contrasted  with  public 
ownership  and  cooperative  operation. 
In  U.  S.  Industrial  commission.  Re- 
port. Washington,  1901.  Vol.  9,  p. 
123-93,  883-90.    B.  ICC,  LC,  LSE,  NY. 

Parsons,  Frank.  Public  ownership. 
[Washington,   1900.]     20  p.     8°. 

(56th  Cong.,  1st  sess..  Senate.  Doc.  69) 
ICC,  LC. 

Parsons,  Frank.  The  railways,  the 
trusts,  and  the  people.  .  .  .  With 
the  assistance  of  Ralph  Albertson. 
Ed.  .  .  .  by  C.  F.  Taylor.  .  .  . 
Philadelphia,  C.  F.  Taylor,  1905.  2  v. 
in  I.  diagr.  (On  cover-'  Equity  series, 
vol.  vii,  no.  3-4.)  B  (1905,  1906),  BPL 
(1906),  ClevePL,  CU,  ConnStL  (1905, 
1906),  CornU  (1906).  HU,  ICC,  JC, 
LC,  NY.  PrU  (1905.  1906),  UCal.  UI, 
UP,  UW. 


Extract  under  title :  "The  Swiss 
railways  for  the  Swiss  people,"  Equity 
series,  v.  9 :  27-30 ;  July  1907. 

Pew,  Arthur.  Notes  on  government  rail- 
roads. Atlanta,  Ga.,  The  American 
pub.  &  eng.  CO.,  1894.  68  p.  8°.  B, 
CornU,  H.  ICC.  JC,  LC,  LSE,  MIT, 
NY,  UC,  UW. 

Phelps,  Edith  M.  Selected  articles  on 
government  ownership  of  railroads. 
Minneapolis,  The  H.  W.  Wilson  com- 
pany, 1912.  xxxi,  179  p.  8°.  (De- 
baters' handbook  series.)  AmhC,  B, 
BowC,  ICC,  IndSL,  JC,  LC,  LSE,  NY, 
StPL. 

This  important  work,  which  includes 
a  considerable  number  of  references  to 
the  more  general  subject  of  the  rela- 
tions of  the  railways  to  the  state,  re- 
produces many  of  the  more  valuable 
articles  from  magazines  and  extracts 
from  books  relating  to  government 
ownership. 

Picard,  Alfred.  Traite  des  chemins  de 
fer;  economic  politique — commerce — 
finances  —  administration  —  droit  — 
etudes  comparees  sur  les  chemins  de 
fer  etrangers.  Paris,  J.  Rothschild, 
1887.  4  v.  diagrs.  8°.  B,  BPL,  CU, 
H,  HU,  ICC,  LC,  NY,  Prussia,  UC, 
UI,  UM,  UW. 

Treats  of  state  construction  and  op- 
eration. 

Porter,  Robert  P.  The  dangers  of  mu- 
nicipal trading.  .  .  .  London,  G.  Rout- 
ledge  &  sons,  ltd.,  1907.  xii  p.,  i  1., 
320  p.     12°.    B,  CtSL,  JHU,  LC. 

"Nationalization  of  railways"  :  p.  285-309. 

Pratt,  Edwin  A.  Railways  and  their 
rates,  with  an  appendix  on  the  British 
canal  problem.  London,  J.  Murray, 
1905.  ix,  361  p.  8°.  B  (1906),  CornU 
(1905),  HU  (1906),  IndSL  (1905), 
ICC  (1905,  1906),  JC  (1905),  LC 
(1905,  1906),  MIT  (1905),  UCal 
(1906).  UI  (1906),  UP  (1905),  UW 
(1905,  1906),  Y  (1905)- 


14 


Contains  chapters  on  the  railways  of 
France,  Germany.  HoUand,  Belgium, 
Denmark. 

Pratt,  Edwin  A.  State  railways;  object 
lessons  from  other  lands.  With  a 
translation  of  M.  Marcel  Peschaud's 
articles  on  "Les  chemins  de  fer  de 
I'etat  beige"  in  the  "Revue  politique  at 
parlementaire."  London,  1907.  107  p. 
8°.  B,  BPL,  CU,  HU,  ICC,  IntRC, 
JC,  LC,  LSE,  NY,  UCal,  UI,  UM,  UP, 
UW,  Y. 

Pratt,  Edwin  A.  The  world's  railways. 
State-owned     lines     in     a     minority. 

(London  times,  Oct.  i,  1912)     LC. 

Reprinted  by  Bureau  of  railway 
economics. 

Reprinted  in  Journal  of  commerce, 
Oct.  16,  1912.    B,  LC,  NY. 

Comment  in  Daily  consular  and  trade 
reports,  Nov.  20,  1912.    B,  LC 

Pret,  C.  A.  L'exploitation  des  voies 
ferrees  par  I'etat.  Dans  les  pays 
etrangers  et  ses  resultats. 

(Le  monde  economique,  15th  year :  99- 
100;  Jan.  28,   1905)    LC. 

Prevey,  C.  E.  Comparative  statistics  of 
railroad  service  under  different  kinds 
of  control.  In  American  statistical  as- 
sociation. Publications,  v.  6 :  133-45  '> 
Sept.  1898.    ICC,  LC. 

Railroad  regulation  in  Europe. 

(Arena,  v.  39:612-15;  May,  1908)     LC. 

Railway  age  [Editorial].    State  railways. 

(Railway  age,  v.  44:101-02;  July  26, 
1907) 

Railway  age  gazette  [Editorial].  Acci- 
dents on  private  and  state  railways. 

(Railway  age  gazette,  v.  54:1165-66; 
May  30,  1913) 

Railway  age  gazette  [Editorial].  Car 
shortages  in  the  United  States  and 
Prussia. 

(Railway  age  gazette,  v.  53:1125-26; 
Dec.  14,  1912) 


Railway  age  gazette  [Editorial].  [Gov- 
ernment ownership  of  railways  and 
decreased   rates.] 

(Railway  age  gazette,  v.  55:739-40; 
Oct.  24,  1913) 

Raper,  Charles  Lee.  Railway  transpor- 
tation ;  a  history  of  its  economics  and 
of  its  relation  to  the  state,  based,  with 
the  author's  permission,  upon  Presi- 
dent Hadley's  "Railroad  transporta- 
tion :  its  history  and  its  laws."  New 
York  and  London,  G.  P.  Putnam's 
sons,  1912.  xi,  331  p.  8°.  B,  CU, 
CtSL,  IndSL,  ICC,  JC,  LC,  Prussia. 

"State  operation  of  railways" :  p. 
278-316. 

Ringwalt,  Ralph  Curtis.  Government 
ownership  of  railways.  In  his  Briefs 
on  public  questions.  .  .  .  New  York, 
1906.     p.  163-73.     B,  CU,  LC,  NY,  Rgy. 

Robbins,  Edwin  C.  The  high-school  de- 
bate book.  Chicago,  A.  C.  McClurg 
&  CO.,  191 1.    229  p.    CU,  LC. 

"Government  ownership  of  rail- 
ways" :  p.  88-99. 

Russell,  Charles  Edward.  Railroad  revo- 
lution. 

( Pearson's  magazine,  v.  30 :  325-36 ; 
Sept.  1913)     B,  LC. 

A  comparison  of  railways  in  the 
United  States  with  state-owned  rail- 
ways to  the  disadvantage  of  the 
former. 

Sarlat,  Joseph.  Du  role  economique  de 
I'etat  en  matiere  d'exploitation  de 
chemins  de  fer.  Sarlat,  Michelet,  1913. 
157  p.  8°.  B.  CU,  JC,  LC,  NY.  UCal, 
UW. 

These — Univ.   de   Paris. 

Schelle,  Gustave.  Statistique  des  ex- 
ploitations industrielles  des  etats  et  des 
municipalites.  In  Institut  international 
de  statisque.  Bulletin,  v.  19,  pt.  2,  p. 
286-331 :  Hague,  1911.    LC. 

Report  of  a  committee  of  which 
Yves  Guyot  was  chairman  and  Gustave 
Schelle  secretary  ' 


15 


The  report  includes  a  review  of  the 
state  railway  administrations  of  the 
various  European  countries. 

Schindler,    Solomon.      The    nationaliza 
tion  of  railroads. 

(Arena,  v.  7:  209-ij;  Jan.  1^93)     B,  LC. 

Schindler,  Solomon.  Nationalization  of 
railroads. 

(Arena,  v.  9:  }6o-65 ;  March,  1894)  H, 
LC. 

Seligman.  Edwin  R.  A.  Government 
ownership  of  quasi-public  corpora- 
tions. 

(Gunton's  magazine,  v.  20:305-22;  April 
1901)     B,  ICC,  LC. 

State  and  company  owned  railways. 

(Daily  consular  and  trade  reports,  Nov. 
20,  1912;  p.  928-29)     B,  ICC,  LC. 

Comment  on  article  by  E.  A.  Pratt, 
entitled  "The  world's  railways.  State- 
owned  lines  in  a  minority,"  in  the 
London  Times,  Oct.  r,  1912. 

The  State  purchase  of  railways. 

(Republic,  v.  i :  201-04;  June  1873)     LC. 

State  rails.  Tlie  drift  of  thought  in  this 
country  and  the  drift  of  practice  in 
Europe  toward  government  owner- 
ship  of   the  means   of   transportation. 

Taking  the  first  steps  in  Great  Britain. 

(New  York  Times  annalist,  v.  2:581- 
82;  Nov.  10,  1913)     B,  LC. 

Sterne,  Simon.  Curious  phases  of  the 
railway  question  in   Europe. 

(Quarterly  journal  of  econonn'cs,  v.  I  : 
453-68;' July  1887)  B.  HU,  JC,  LC. 
NY. 

Sterne.  Simon.  The  relation  of  the  rail- 
roads to  the  state.  .  Philadel- 
phia, Avil  printing  co..  1896.  20  p.  8°, 
B,  CU,  HU.  NY,  Y. 

"Reprinted  from  the  Citizen  (LC), 
the  journal  of  the  America  society  for 
the  extension   of  university  teaching." 

Sterne,  Simon.  [The  relations  of  the 
governments  of  Europe  to  railway 
corporations.  Washington,  1887.]  45 
p.    8°.     (49th  Cong..  2d  sess.     Senate. 


Mis.  doc.  66)     B,  HU,  ICC,  JC,  LC, 
LSE,  NY,  Prussia. 

Stewart,  John  L.  Government  owncr- 
sliip.  Ill  Progress.  Issued  monthly 
by  tic  University  association  in  the 
interc-;ts  of  university  and  world's 
n.ngress  extension.  Chicago,  1900. 
Vol.  5,  no.  4,  p.  203-62.     LC. 

Railroads  in  Germany,  France,  Bel- 
gium, Italy,  and  Switzerland,  and  gov- 
ernment ownership  in  the  United 
States. 

Stone  &  Webster  public  service  journal 
[Editorial].  On  nationalizing  public 
utilities. 

(Stone  &  Webster  public  service  jour- 
nal, v.  13:406-10;  Dec.  1913)  B,  ICC, 
LC,  NY. 

The  probable  results  of  nationaliza- 
tion, especially  in  Great  Britain. 

Todd,  Mrs.  Marion  Marsh.  Railways 
of  Europe  and  America;  or,  govern- 
ment ownership.  With  notes  from 
official  sources.  Boston,  Arena  publ. 
CO.,  1893.  293  p.  12°.  B,  BPL.  CtSL, 
ICC,  JC,  LC,  LSE,  MIT,  UI,  Y. 

.      Same.      Lansing,    Mich.,    1897. 

293  p.     12°.     ClevePL.  JC. 

Troubles  of  government  owned  and  op- 
erated roads. 

(Ohio  journal  of  commerce,  v.  8:  76-77; 
Aug.  16,  1913)     B. 

U.  S.  Interstate  commerce  commission. 
Railroad  regulation  in  foreign  coun- 
tries, lu  its  4th  Annual  report,  1890. 
p.  303-62.    Appendix  G.    B.  ICC.  LC. 

U.  S.  Library  of  Congress.  ...  A 
list  of  books  (with  references  to  peri- 
odicals) relating  to  railroads  in  their 
relation  to  the  government  and  the 
public.  With  appendix :  List  of  refer- 
ences on  the  Northern  securities  case. 
Washington.  Gf)vt.  print,  off..  1904. 
I  pi.,  72  p.  4°.  B,  ICC.  LC,  MassHS, 
NJSL. 

U.  S.  Library  of  Congress.  A  list  of 
books    with     reference    to    periodicals 


i6 


relating  to  railroads  in  their  relation 
to  the  government  and  the  public.  2d 
issue.  Washington,  Govt,  print,  off., 
1907.  131  p.  4°-  B.  HU,  ICC,  JC, 
LC,  NHSL,  NJSL. 

U.  S.  Library  of  Congress.  .  .  .  Se- 
lect list  of  books  on  railroads  in  for- 
eign countries.  Government  regula- 
tion. General;  Continental  Europe; 
International  freight  agreement ;  Great 
Britain;  France;  Germany;  Belgium; 
Switzerland;  Italy;  Austria-Hungary; 
Russia.  Washington,  Govt,  print,  off., 
1905.    72  p.    4°-    B,  ICC.  LC. 

U.  S.  Library  of  Congress.  Select  list 
of  references  on  government  owner- 
ship of  railroads.  Washington,  Govt, 
print,  off.,  1903.  14  p.  4°-  APS,  B, 
CU,  ICC,  JC,  LC,  NJSL,  NY, 
TrentPL,  Y. 

Vrooman,  Carl  S.  American  railway 
problems  in  the  light  of  European  ex- 
perience, or  Government  regulation  v. 
government  operation  of  railways. 
.  .  .  London,  New  York  [etc.] 
[1910]  376  p.  12^  AmhC,  B,  BPL, 
CU,  HU,  ICC,  JC,  LC,  LSE,  NHSL, 
NY,  Prussia,  UCal,  UI,  UP,  UW,  Y. 

Vrooman,  Carl  S.     Railway  corruption. 

(Twentieth  century  magazine,  v.  i :  118- 
25,  221-28;  Nov.-Dec.  1909)     B,  LC. 

State-owned  railway  administration 
contrasted  with  private  management  in 
the  United  States,  showing  that  Gov- 
ernment ownership  would  remedy 
rather  than  increase  corruption. 


Vrooman,  Carl  S.  Railway  nationaliza- 
tion not  confiscatory. 

(Arena,  v.  41:160-70;  Feb.  1909)  B, 
LC,  NY. 

Vrooman.  Carl  S.  Varieties  of  railroad 
regulation. 

(Van  Norden  magazine,  v.  2:42-54; 
March  1908)    B,  LC. 

Walkden,  A.  G.  State  railways  in  Eu- 
rope. Railway  clerks'  tour  of  inspec- 
tion. 

(South  African  railway  magazine,  v.  6: 
950-51 ;  Sept.  1912)     B. 

Weber,  Max  Maria,  freiherr  von.  Na- 
tionalitat  und  eisenbahnpolitik.  Wien, 
Pest,  Leipzig,  A.  Hartleben's  verlag, 
1876.  Ill,  [i]  p.  8°.  B.  BPL,  CornU, 
CU,  H,  MIT,  Prussia,  UI,  UP,  UW. 

Discusses  state  ownership  and  oper- 
ation in  Austria  and  other  European 
countries. 

Wehrmann,  Leo.  Stimmen  aus  verschie- 
denen  landern  liber  die  verstaatlichung 
(ier  eisenbahnen. 

(Archiv  fiir  eisenbahnwesen,  36th  year: 
925-42;  July-Aug.  1913) 

Wernekke,  Friedrich.  Staatsbahnen  und 
privatbahnen. 

(Weltverkehr  und  weltwirtschaft,  3d 
year:  332-35;  Berlin,  1913)     NY. 

Wittek,  Henri  de.  Les  maximes  fonda- 
mentales  du  regime  des  chemins  de 
fer  de  I'etat.  Observations  econo- 
miques. 

(Revue  economique  internationale,  lOth 
year.  v.  2:  78-9?;  Apr.  15-20,  1913)  B, 
LC,  LSE,  NY. 


AUSTRALASIA 

Stati^tics  of  the  state  railways  of  New  Zealand,  Australia,  and  the  various 
provinces  of  the  latter  Commonwealth  are  contained  in  the  annual  official  publica- 
tions of  the  railway  departments  of  the  various  states  as  follows: 

New  Zealand.     Railway  statement. 

Australia  (Commonwealth).     Transport  and  communication.     Bulletins. 

New  Soutli  Wales.     Government  railways  and  tramways  report. 

Queensland.     Queensland    railways.     Report   of   the    commissioner. 

South  Australia.     Annual  report  of  the  South  Australian  railway  commissioners. 

Victoria.     Victorian  railways.     Report. 

Western  Australia.     Report  on  the  working  of  the  government  railways. 


Acworth,  William  M.  Government  rail- 
ways in  a  democratic  state. 

(Economic    journal,    v.    2:629-36;    Dec. 
1892)     LC. 
With  special  reference  to  Australia. 

The  .Australian  railways.  State  owner- 
ship versus  private  enterprise. 

(London  Times,  May  24,  1913,  p.  13,  co!. 
2-5)     P..  LC. 

Australian  railways  supported  big  tax. 
Government  insures  success  of  new 
lines.  Sparsely  settled  sections  as- 
sessed to  keep  down  demand  for  ex- 
tension of  many  systems. 

(Railway  record,  v.  4:  12;  Julv  13,  1912) 
B,  ICC, 

Bonner,  Francis  A,  State  railway  rush- 
ing to  ruin. 

(Rand-McNally  bankers'  monthly,  v.  31  : 
9-14;  Feb.  1914)     B,  LC,  NY. 

Reprinted    in    Railway   age   gazette. 
V.  56:  365-66;  Feb.  20,  1 9 14. 

The  results  of  Government  owner- 
ship in.  Australia. 

Brown,  A.  A.  The  government-owned 
railways  of  New  Zealand. 

(Arena,   v.  38:113-17;    Aug.    1907)      B, 
LC,  NY. 
Favorable  to  government  ownership. 

Bureau  of  railway  news  and  statistics. 
New  Zealand  railways  not  comparable 
to  American.  Capitalized  at  more  per 
mile  of  track,  they  have  a  carrying 
efficiency    of    less    than    one-fifth    per 


mile    of    track.      Chicago,    Sept.    1912. 

4  p.     8°.     (Leaflet  no.  21)     B,  ICC, 

LC. 
Reply   to  C.   E.   Russell's  article  on 

"The  New  Zealand  altruistic  railway" 

in  Pearson's  for  Sept.  1912. 
Les  Chcmins  dc  fcr  australiens. 
(Revue    generale    des    chemins    de    fer, 

31st  year,  ist  sem.,  57-61 ;  Jan.   1908) 

B,LC. 
Clark,    Victor    S.      Australian    economic 

problems.     I.  The  railways. 
(Quarterly  journal  of  economics,  v.  22: 

399-451;    Mav    1908)      B,    IIU,    ICC, 

JC,  jnU,  LC,  NY. 
Felton,  Eric.    New  South  Wales  govern- 
ment railways. 
(Railway  magazine  [London],  v.  30:  12- 

21,  1912)     LC,  NY, 
Flower,  B.  O.     New  Zealand  in  the  van 

of  progress. 
(Arena,  v.  27:429-32;   April    1902)      B, 

BPL,  HU,  LC,  NY. 

Government-owned   railroads   in    New 

Zealand. 
Fortescue,    J.    W.     Guileless    Australia ; 

a  rejoinder. 
(Nineteenth      century,      v.     30:430-43; 

Sept.  1891)     LC. 
Contains  some  account  of  Australian 

railways.      A    reply   to   article   entitled 

"The    seamy    side    of    Australia,"    by 

Howard   Willoughby,    19th  century,  v. 

30:  .^ug.   1 89 1. 


i8 


Government-owned  railways  of  Aus- 
tralia yield  millions  to  the  public  treas- 
ury. 

(Arena,  v.  35:86-87;  Jan.  1906)  LC, 
NY. 

Hill,  William.  State  railways  in.  Aus- 
tralia. 

(Journal  of  political  economy,  v.  3:1- 
23;  Dec.  1894)  B,  HU.  JC,  LC,  LSE, 
NY. 

Hirsch,  Max.  Government  railways  in 
Australia. 

(Public,  V.  11:103-05;  May  i,  1908) 
LC. 

Jenkins,  J.  G.     Australian  railways. 

(Journal  of  the  Royal  Society  of  arts, 
V.  60:715-24;  June  7,  1912)     B,  LC. 
Discusses  effects  of  state  ownership. 

Kandt,  Moritz.  tJber  die  entwicklung 
des  australischen  eisenbahnpolitik 
nebst  einer  einleitung  iiber  das  prob- 
lem der  eisenbahnpolitik  in  theorie 
und   praxis.     Berlin,    1894.     Prussia. 

Le  Rossignol,  James  E.  New  Zealand 
railway  finance.  Government  railways 
conducted  at  an  annual  loss  of  $2,- 
500,000.     .     .     . 

(Moody's  magazine,  v.  4:233-40;  Aug. 
1907)     B,  HU,  ICC,  JC,  LC,  NY. 

Le  Rossignol,  James  E.,  and  Stewart, 
William  D.    Railways  in  New  Zealand. 

(Quarterly  journal  of  economics,  v.  23: 
652-96;  Aug.  1909)  B,  HU,  JC,  LC, 
NY. 

Le  Rossignol,  James  E.,  and  Stewart, 
William  D.  State  socialism  in  New 
Zealand.  New  York,  T.  Y.  Crowell  & 
CO.,  1910.  xi,  311  p.  maps.  12°. 
(Library  of  economics  and  politics) 
B,  ICC,  LC. 

"Roads    and    railways" :    p.    52-67 ; 
"Railway  finance" :  p.  68-93. 

Lloyd,  Henry  D.  Newest  England ; 
notes  of  a  democratic  traveler  in  New 
Zealand,  with  some  .Australian  com- 
parisons. New  York,  Doubleday,  Page 
&  CO.,  1900.  4  p.  1.,  387  p.  front., 
plates,  ports.    8°.     B,  LC. 


Describes  the  good  results  of  state 
operation  of  railroads. 

Maratta,  Daniel  W.  The  railways  of 
Australia. 

(Railway  review,  v.  34:553-55;  Aug.  11, 
1894)  B,  H,  HU,  ICC,  LC,  NY,  UI, 
UM,  UP,  Y. 

New  South  Wales.  Laws,  statutes,  etc. 
Government  railways.  An  act  to  make 
better  provision  for  the  management 
of  the  government  railways  and  tram- 
ways (17  May,  1888)  [Sydney,  1892] 
27  p.     8°.     BPL,  LC. 

New  Zealand  government  railways  :  1898- 

99. 
(Railway    engineer,    no.    238:344;    Nov. 

1899) 

Newcomb,  Harry  T.  The  government 
railways  of  New  Zealand. 

(Railway  world,  v.  57:109-15;  Feb. 
1913)  B,  H,  HU,  ICC,  JC,  LC.  NY, 
UI,  UM,  UP,  Y. 

Reply  to  article  by  C.  E.  Russell, 
"New  Zealand's  altruistic  railroads," 
in  Pearson's  magazine,  Sept.-Oct.  1912. 

Pratt,  Edwin  A.  The  state  railway  mud- 
dle in  Australia.     London,  J.  Murray, 

1912.  viii,  164  p.     12°.     B,  BPL,  CU, 
ICC.  LC,  LSE,  NY,  StLPL. 

Reviewed  in  Stone  &  Webster's  pub- 
lic service  journal,  v.  13:231-35;  Oct. 

1913,  under    title :    "An    example    of 
government  ownership." 

Railway  age  [Editorial].  Government 
ownership  in  New  Zealand. 

(Railway  age,  v.  44:452-53;  Oct.  4, 
1907) 

Russell,  Charles  E.  New  Zealand's  al- 
truistic railroads. 

(Pearson's  magazine,  v.  28:17-23,  93- 
99;  Sept.-Oct.  1912)     B,  LC. 

Reprinted  in  Railway  and  engineer- 
ing review,  v.  52 :  854-55 ;  Sept.  14. 
1912.     B,  LC. 

Comment  in  Train  dispatchers'  bul- 
letin, V.  17:  103;  Nov.  1912. 

Speight.  Richard.  Stiate-owned  railways 
in  Australia. 


19 


(Engineering     magazine,     v.     4:661-76; 

Feb.  1893)     B,  LC. 
"The     results     obtained     prove     the 

practicability  of  state  ownership  with 

private  administration." 
The    State    railways    of    Australia    and 

New  Zealand. 


(Market  world  and  chronicle,  v.  93: 
368-69,  390-92;  Mar.  21,  1914)  B,  LC. 
Statistics  of  operation  and  comment 
on  the  state  management. 

Victorian  government  railways. 

(Daily  consular  and  trade  reports,  p. 
1089-97;  Nov.  30,  1912)     B,  LC. 


AUSTRIA-HUNGARY 

For  statistics  of  the  state  railways  of  Austria  see  the  annual  statistical  publication 
of  the  ministry  of  railways  :  Hauptergebnisse  der  osterreichischen  eisenbahnstatistik. 


Austria.  Eisenbahn-ministerium.  Die 
osterreichischen  staatsbahnen  seit  dem 
bestande  des  Eisenb^hnministeriums, 
1896-1908.  Uber  ermachtigung  des  K. 
K.  Eisenbahnministeriums,  bearb.  von 
dr.  Adolf,  ritter  v.  Strigl,  k.  k.  hofrat 
im  Eisenl)ahnministerium.  Wien,  K. 
K.  Hof-  und  staats  druckerei,  1910. 
vi,  107  p.  incl.  tables.    f°.     ICC,  LC. 

Braun,  Antoine.  L'exploitation  des 
chemins  de  fer  par  I'etat  en  Autriche 
depuis  le  dernier  rachat. 

(Annales  de  la  regie  directe,  5th  year: 
118-43;  Geneva,  1913)     NY. 

Czernin,  Rudolf,  count.  Lie  regierungs- 
vorlage  iiber  die  verstaatlichung  der 
Kaiser  Ferdinands  Nordbahn.  Wien, 
Carl  Gerold's  sohn,  1906.  25  p.  8°. 
NY. 

Ellenbogen,  Wilhelni.  Die  eisenbahnen 
und  die  socialdemokratie.  Wien,  Ver- 
lag  des  "Eisenbahner,"  1896.  44  p. 
8°.    NY. 

Ellenbogen,  Wilhelm,  and  Wittek,  R. 
von.  Die  eisenbahnverwaltung  und 
die  eisenbahnen  in  Oesterreich.  Wien, 
1902.     32  p.     8°.     JC. 

Grell,  M.  Vortrag  iiber  die  verstaat- 
lichung der  Nordbahn  und  iiber  ver- 
staatlichung im  allgemeinen  und 
deren  soziale  folgen.  Wien,  1883. 
Prussia. 

Kaizl,  J.     Die  verstaatlichung  der  eisen 
bahnen  in  Oesterreich.     Leipzig,   1885. 
Prussia. 


Kar,  Paul.  Eisenbahnverstaatlichung  in 
Oesterreich.  Erweiterter  separatab- 
druck  aus  der  Monatschrift  "Der 
kampf."  Mit  einer  einleitung  von  Dr. 
Wilhelm  Ellenbogen.  Wien,  Ig.  Brand, 
1908.     19,  (i)   p.     8°.     LC,  NY. 

Miindl,  Richard.  Die  tragikomodie  der 
eisenbahnverstaatlichung  in  Osterreich. 

(Osterreichischer  rundschau,  v.  4:559- 
68;  Wien,  1905)     LC,  NY. 

Nemenyi,  Ambros.  Die  verstaatlichung 
der  eisenbahnen  in  Ungarn.  Leipzig, 
1890.  8,  232  p.  8°.  CU,  ICC,  Prus- 
sia, UW. 

Sieveking,  TTeinrich.  Die  osterreichi- 
schen bahnprojekte. 

( Jahrbuch  fiir  gesetzgebung,  v.  25 :  1079- 
1104;  1901)     AmhC,  CU,  LC,  NY. 

Strach,  Hermann.  Die  verstaatlichung 
der  Kaiser-Ferdinands-Nordbahn. 

(Oesterr.  eisenbahn-zeitung,  29th  year: 
309-13.  321-25,  345-49;  Berlin,  1900) 
LC. 

W.,  Fr.  von.  Eisenbahn-verstaatlichung 
in  Oesterreich. 

(Kultur,  6th  year:  385-95;  Wien,  1905) 
LC,  NY. 

Weidlinger,  Rudolf.  Leitfaden  der  or- 
ganisation der  osterreichischen  eisen- 
bahnen, unter  besonderer  beriicksichti- 
gung  der  staatseisenbahnverwaltung. 
Wien,  A.  Holder,  191 1.  vi,  95  p.  8°. 
(Lehrbuch  fiir  eisenbahnfachkurse) 
B,  NY. 


20 


Wolff, 


Der  erwerb  der  osterrei- 


chischen  Kaiser- Ferdinands-Nordbahn 
fiir  den  staat. 
(Archiv  fiir  eisenbfehnwesen,  30th  year: 
136-68;  Jan.-Feb.  1907) 


Zebcgenyi  -  Griindorf.       Entstaatlichung 

nicht  verstaatlichung. 
(Oesterreichischer  rundschau,  v.  6:453- 

62;  1906)     LC,  NY. 


BELGIUM  AND  THE  NETHERLANDS 

For  statistics  of  Belgian  railways  see  the  annual  statistical  publication  of  the 
Ministry  of  railways,  post  and  telegraphs:  Chemins  de  fer,  postes,  telegraphes,  tele- 
phones et  marine.     Compte  rendu  des  operations. 

For  railways  of  the  Netherlands  see  the  annual  publication  of  the  government  of 
the  Netherlands :  Verslag  over  het  jaar  .  .  .  door  den  Raad  van  toezigt  op  de 
spoorwegdiensten. 


Belgian  state  railways. 

(Railway  magazine  [London],  v.  29: 
445-55;  V.  30:31-41,  99-110;  1911-12) 
LC,  NY. 

Broek,  G.  J.  van  don.  Eenige  beschouw- 
ingen  over  de  financieele  zijde  van 
het  Spoorweg-vraagstuk. 

(Economist,  56th  year:  461-88;  1907) 
LC,  NY. 

Devys,  .    .    .    .    Les  chemins  de  fer 

de  I'fitat  beige.  .  .  .  Paris,  A.  Rous- 
seau, 1910.  4  p.  1.,  236  p.  4°.  B,  JC, 
LC,  NY. 

"Bibliographic" :  4th  prelim,  leaf. 
Favorable  to  government  ownership 
in  Belgium. 

Est-il  vrai?:  i.  Que  des  depenses  d'ex- 
ploitation  du  chemin  de  fer  de  I'etat 
soient  prelevees  sur  les  fonds  votes 
pour  la  construction  du  railway?  2. 
Que  I'exploitation  des  chemins  de  fer 
administres  par  le  gouvernement  beige 
ne  produise  pas  plus  de  6.30  0/0  du 
capital  de  premier  etablissement.  Re- 
ponse  aux  critiques  et  aux  observa- 
tions de  Moniteur  des  interets  mate- 
riels.  Bruxelles,  1864.  29  p.  8°.  BPL, 
Prussia. 

Litwinski,  Leon  de.  La  question  de  la 
situation  financiere  des  chemins  de  fer 
de  I'etat  beige.  Bruxelles,  Goemaere, 
1911.  118  p.,  I  1.  8°.  IntRC,  JC,  LC, 
NY. 

Bibliography  :  p.   5-7. 


Mahaim,  Ernest.  The  Belgian  experi- 
ence in  state  railways.  In  Acworth, 
William  Mitchell,  and  others.  The 
state  in  relation  to  railways.  West- 
minster, 1912. 

For  location  see  Acworth,  General 
section. 

Malou,  J.  Encore  cinq  lettres  sur  le 
chemins  de  fer  de  I'fitat  beige.  Rep- 
lique  a  M.  .  .  .  Bruxelles :  E. 
Guyot,  1867.  52  p.,  I  diagr.  8°.  LC, 
NY. 

Extrait  du  Moniteur  des  Interets 
materiels    (d'octobre   1867). 

.      Same.      Imprint    pasted    over 

original    reads :     Paris :     E.     Lacroix. 
NY. 

Monge,  Francis  de.  Une  question  deli- 
cate. 

(Revue  sociale  catholique,  v.  3 :  129-40, 
203-04;  1898-99)     CU,  LC. 

The  results  of  state  ownership,  es- 
pecially in  Belgium. 

Peschaud,  Marcel.  Les  chemins  de  fer 
de  I'etat  beige. 

(Revue  politique  et  parlementaire,  no. 
143:233-59  [May  1906];  no.  144:504- 
36  [June  1906].     B,  LC. 

Translation  in  "State  railways ;  ob- 
ject lessons  from  other  lands,"  by  Ed- 
win A.  Pratt,  London,  1907.  BPL, 
LC. 

Abstract  in  Railroad  gazette,  v.  41 : 
190 ;  Sept.  7,  1906. 


21 


Railroad  gazette  [Editorial].     State  rail- 
roads ;  the  lesson  of  Belgium. 

(Railroad   gazette,    v.   41:190;    Sept.    7, 
1906) 

Renkin,  J.     Les  chemins  de  fer  de  I'etat 
beige. 

(Revue  economique  Internationale,  v.  3, 
593-632;  Nov.  1904)     B,  LC. 

History  of  the  development  of  the 


Belgian  state  railw^ays. 

Trent,  Marie  Willem  Frederik.     Staats- 
exploitatie  van  spoorwegen.    [Amster- 
dam? 1898?]  47  p.    8°.     NY. 
Excerpt. 

Vrooman,  Carl  S.    The  Belgian  solution 
of  the  railroad  problem. 

(Government,  v.   3:231-46;   Nov.    1908) 
LC. 


CANADA 

For  statistics  of  government-owned  railroads  in  Canada  see  the  annual  reports 
entitled  "Railway  statistics,"  published  by  the  Department  of  railways  and  canals, 
and  the  .Annua!  reports  of  the  Temiskaming  and  northern  Ontario  railway  commis- 
sion. 

Government  owned  and  operated  lines  are :  Intercolonial,  Prince  Edward  Island, 
Temiskaming  and  northern  Ontario,  New  Brunswick  coal  and  railway. 


Beveridge,  Albert  J.  Canada's  govern- 
ment railway ;  an  experiment  in  public 
ownership  and  operation' 

(American    review    of    reviews,    v.    46: 
585-93;  Nov.   1912)      B,  JC,  LC,  NY. 
Editorial  comment,  p.  532. 

Canada.  National  transcontinental  rail- 
way investigating  commission.  Re- 
port .  .  .  Ottawa,  1914.  2  V.  illus., 
plates,  maps.  8°.  (Sessional  paper  no. 
123)     B,  ICC,  LC. 

In  regard  to  the  mismanagement  of 
government  employees  in  the  construc- 
tion of  the  National  transcontinental 
railway. 

Canada's    government-owned    railroads. 

(  Moody's  magazine,  v.  6  :  162-68 ;  Sept. 
1908)     B,  ICC,  JC,  LC,  NY. 

Canadian  northern  as  a  government  en- 
terprise. 

(Wall  street  journal,  July  4,  1913,  p.  2, 
col.  I)     B,  ICC,  LC,  NY. 

Chipman,  George  F.  Government  own- 
ership in  the  west. 

(Canadian  magazine,  v.  31:487-89;  Oct. 
1908)     B,  LC. 

Givens,  W.  R.  Canada's  government- 
owned  railroad. 


(  Moody's  magazine,  v.  6 :  162-68.  Sept. 
1908)     B,  HU,  ICC,  JC,  LC,  NY. 

McLean,  Simon  J.  The  Canadian  gov- 
ernment and  the  railway  problem. 

(Economic  journal,  v.  12:403-15;  Sept. 
1902)    B,  LC. 

McLean,  Simon  J.  La  politique  canadi- 
enne  de  subvention  des  chemins  de 
fer. 

(Revue  economique  internationale,  Aug. 
1908,  p.  257-90)     B,  LC,  UT. 

Pomeroy,  Eltwood.  A  Manitoba  rail- 
way experiment.  How  a  government 
built  a  railroad  and  what  was  done 
with  it. 

(World  to-day,  v.  3  :  1547-51 ;  July  1902) 
B,  ICC,  LC. 

The  Railway  question  [Canada].  Gov- 
ernment ownership  and  operation. 
Mr.  Borden's  policy  considered,  n.  p., 
n.  d.    56  p.    8°.    B,  ICC,  LSE,  UT. 

Richardson,  R.  L.  Government  owner- 
ship of  railroads. 

(Canadian  magazine,  v.  15:403-09,  531- 
36  [Sept.,  Oct.  1900];  V.  16:60-66, 
164-71  [Nov.,  Dec.  1900])  B,  LC,  NY. 

Troubles  of  government-owned  rail- 
roads. 


'2A 


(Public    service    magazine,    v.    i6:i68; 
May  1914) 

With  special  reference  to  the  Inter- 
colonial in  Canada. 


well   enough    alone.      (Proposed   gov- 
ernment   ownership    of   the    Canadian 
Pacific  railway.) 
(Wall  street  journal,  Aug.  2,  1912,  p.  i., 


Wall    street    journal     [Editorial].      Let  col.  2)     B,  ICC,  LC,  NY. 


FRANCE 

For  statistics  of  French  railways  see  Revue  generale  des  chemins  de  fer  et  des 
tramways,  and  Statistique  des  chemins  de  fer  franqais  (the  annual  statistical  publi- 
cation of  the  Ministry  of  public  works). 


Acworth,  William  M.  Herr  Von  Kauf- 
mann  and  the  French  railway  system. 

(Economic  journal,  v.  8:553-56;  Dec. 
1898)     B,  LC. 

Review  of  "Die  eisenbahnpolitik 
Frankreichs,"  by  R.  von  Kaufmann 
(Jena,  1896). 

Aimond,  fimile.  .  .  .  Rapport  fait  au 
nom  de  la  commission  des  travaux 
publics,  des  chemins  de  fer  et  des  voies 
de  communication  chargee  d'examiner 
le  projet  de  loi  tendant  a  autoriser  le 
Ministre  des  travaux  publics  a  ouvrir 
la  procedure  du  rachat  a  I'egard  de  la 
Compagnie  des  chemins  de  fer  de 
rOuest  .  .  .  [Paris,  1906]  173  p. 
4°.  (Chambre  des  deputes,  9.  legis. 
sess.,  no.  486)     B,  LC. 

Gives  results  of  operation  of  state 
railways  in  Germany  and  Switzerland. 

AUix,  Georges.  Le  budget  des  chemins 
de  fer  de  I'etat. 

(Journal  des  transports,  37th  year:  121- 
24;  Mar.  14,  1914)     B,  LC. 

Allix,  Georges.  Le  budget  des  conven- 
tions. 

(Journal  des  transports.  37th  year:  145- 
48 ;  March  28,  1914)     B,  LC. 

In  regard  to  the  present  demand  for 
the  acquisition  of  all  French  railways 
by  the  state. 

Astier,  P.  .  .  .  Rapport  fait  au  nom 
de  la  Commission  des  finances  chargee 
d'examiner  le  projet  de  loi,  adopte  par 
le  Chambre  des  deputes,  portant  fixa- 
tion  du   budget   general   de  I'exercice 


1913  .  .  .  (Budget  annexe  des 
chemins  de  fer  de  I'fitat).  Paris,  Im- 
primerie  du  Senat,  1913.  163  p.  4". 
B,LC. 

Shows  result  of  operation  of  the 
state  lines  and  considers  that  these  re- 
sults demonstrate  the  success  of  gov- 
ernment administration. 

Barthou,  Louis,  and  Caillaux,  J.  .  .  . 
Projet  de  loi  tendant  a  autoriser  le 
Ministre  des  travaux  publics  a  ouvrir 
la  procedure  du  rachat  a  I'egard  de  la 
Compagnie  des  chemins  de  fer  de 
rOuest  .  .  .  [Paris,  1906]  4  p. 
4°.  (Chambre  des  deputes,  9.  legis. 
sess.  extraordinaire  de  1906,  no.  368) 
B.LC. 

Baum,  Charles.  Les  chemins  de  fer  de 
I'etat  et  les  chemins  de  fer  concedes 
a  des  compagnies  privees.  fitude  eco- 
nomique.  Lille,  1877.  50  p.  8°.  LSE, 
NY. 

.     Same.    2d  ed.     Lille,  i877-     50 

p.    B,  LC,  NY,  UW. 
Unfavorable  to  state  administration. 

Baum,  Charles.  Resultats  des  chemins 
de  fer  de  I'etat  et  des  chemins  de  fer 
des  compagnies. 

(Journal  des  economistes,  1877,  v.  3: 
259-70)     LSE. 

Benoit,  Felix.  Les  chemins  de  fer  fran- 
gais  et  leur  rachat  par  I'etat.  Paris, 
Baudry  et  c'e;  Dijon,  J.  Berthoud,  im- 
primeur,  1896.  36  p.  incl.  table.  8". 
B,  JC.  LC,  UW. 


23 


A  stuci\-  based  on  the  history  of  the 
finlancial  relations  of  the  railroads  and 
the  state.  Favorable  to  state  acquisi- 
tion of  the  lines. 

Besnard,  Rene.  .  .  .  Rapport  fait  au 
nom  de  la  commission  du  budget 
chargee  d'examiner  le  projet  de  loi 
portant  fixation  du  budget  general  de 
I'exercice  191 1  (Budget  annexe  des 
chemins  de  fer  de  I'fitat). 
Paris,  1910.  629  p.  4°.  (Chambre 
des  deputes.  10.  legis.  sess.  1910,  no. 
383)     B. 

Blanchier.  .     Consequences  ccononi- 

iques     ct     financieres     du     rachat     de 
I'Ouest. 

(Documents  du  progres,  May,  July, 
1910) 

Blanchier,  .  Consequences  finan- 
cieres du  rachat  de  TOuest.  Paris, 
fid.  de  la  "Revue  du  mois,"  1908.  v 
p.    8°. 

Boinvilliers,  fidouard.  L'etat  et  les 
chemins  de  fer  en  1865.  Paris,  La 
Revue  contemporaine,  1865.  40  p.  8°. 
LC,  NY. 

Reprinted  from  Revue  contempo- 
raine, March  31,   1865. 

Bonnet,  N.  Sexploitation  des  chemins 
de  fer  par  l'etat. 

(Reforme  economique,  i6tli  year:  1042; 
Oct.  4.   1907)    LC. 

Bordeaux,  Georges.  Notes  sur  les  che- 
mins de  fer :  la  question  du  rachat. 
Paris,  .A.UX  bureaux  de  "L'Information 
financiere"  [1904]  137  p.  8°.  B,  CV, 
CornU,  JC,  LC,  NY,'  UW. 
Unfavorable  to  state  administration. 

Boudcnoot,  L.  .  .  .  Avis  prescnte 
au  nom  de  la  commission  des  finances 
sur  les  consequences  financieres  du 
projet  de  loi,  adopte  par  la  Chambre 
des  deputes,  concernant  le  rachat  du 
reseau  de  la  Compagnie  des  chemins 
de  fer  de  I'Ouest.  .  .  .  Paris,  1908. 
106  p.  4°.  (Senat,  annee  1908,  sess. 
ordinaire,  no.  67)     B,  LC. 


Boudenoot,    L.     Lc   rachat   des  chemins 

de  fer  de  I'Ouest. 
(  Revue  politique  et  parlementaire,  v.  54 : 

453-90;    Dec.    ID,    1907;    v.   55:1^59; 

Jan.  ID,  1908)     LC. 
iiourgarel,      Georges.     Le      rachat      de 

I'Ouest. 
( ficonomiste    europeen,    v.    31 :    106-07  '> 

Jan.  25,  1907)     LC. 
Bourrat,  Jean.     .     .     .     Avis  presente  au 

nom  de  la  commission  du  budget  sur 

le  projet  de  loi  tendant  d'autoriser  le 

Ministre  des  travaux  publics  a  ouvrir 

la  procedure  du  rachat  a  I'egard  de  la 

Compagnie    des    chemins    de    fer    de 

I'Ouest.       [Paris,    1906]      76    p.       4°. 

(Chambre  des  deputes,   9.    legis,   sess. 

extraordinaire   de    1906,   no.  508)      B. 

LC. 

Shows  results  of  government  owner- 
ship in   and   reports   favorably  on  the 

purchase   of  the   Western   railway   by 

the  state. 
Bresson,    Leopold.      Du    regime    et    du 

rachat  des  chemins  de  fer.     Paris,  Im- 

primerie  nouvelle,  1882.    79,  [i]  p.    4°. 

NY. 
Buisson,  G.    L'etat  et  les  chemins  de  fer. 

Privas,   Ardechoise,   1899.     56  p.     12°. 

LC,  NY. 
Cacaud,  Henri.     Le  rachat  des  chemins 

de     fer,    et    I'exploitation    par    l'etat. 

Paris,    L.    Boyer,     1902.     182    p.    4°. 

LC,  NY,  UW. 

Dissertation,  Paris. 
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Poussin,  G.  T.  Examen  comparatif  de 
la  question  des  chemins  de  fer  en  1839 
en  France  et  a  I'etranger  et  de  I'inter- 
vention  du  gouvernement  dans  la  di- 
rection et  I'execution  des  travaux. 
Paris,  L.  Mathias,  1839-  8°.  B,  LC, 
NY. 

Prevet,  Charles.  Rapport  fait  au  nom 
de  la  Commission  des  chemins  de  fer 
(annee  1906),  chargee  d'examiner  le 
projet  de  loi,  adopte  par  la  Chambre 
des  deputes,  concernant  le  rachat  du 
reseau  de  la  Compagnie  des  chemins 
de  fer  de  I'Ouest.  Paris,  1907.  295 
p.  4°.  (Senat,  annee  1907,  sess.  ordi- 
naire, no.  121).     B,  LC. 

Discusses  state  railways  in  Switzer- 
land, Italy,  Germany,  and   Belgium. 

Price,  Georges.  La  question  des  chemins 
de  fer.  Le  complement  du  reseau  de 
I'etat.  Historique  du  reseau  de  I'etat, 
la  solution  necessaire.  Paris,  H.  Du- 
nod  et  E.  Pinat,  1907.  72  p.  8°.  B, 
JC,  NY,  UC. 

Price,  Georges.  Le  rachat  des  chemins 
de  fer.  Examen  des  interets  des  com- 
pagnies —  du  public  —  des  finances  de 


2f) 


I'etat.     .     .     .     Paris,  H.  Dunot  et  E. 

Pinat,    1907.     114   p.     12°.     B,    IntRC, 

JC.  NY,  PrU,  UC. 
Le  Rachat  de  I'Ouest  devant  le  Senat. 
(Reforme    economique,    17th    year:  613- 

16,  645-48,  677-79;    May  22,   May  24. 

June  5,  1908)     LC. 
Le   Rachat   des   chemins   de    fer   devant 

les    chambres    de    commerce.      Paris, 

Compagnie  gen.  d'imprim.,  1883.     36  p. 

8°.     LC,  NY. 

Extrait  du  Journal  des  Chambres  de 

commerce. 
Railway   and    engineering   review    [Edi- 
torial].     Some   results  of  government 

railway  operation  in  France. 
(Railway  and  engineering  review,  v.  52: 

590-91 ;    June  22,    1912)      B,   H,    HU, 

ICC,  JC.  LC,  NY.  UC.  UL  UM,  UP, 

Y. 

Reprinted  separately   by    Bureau   of 

railway  economics. 
Ratoin,  Emmanuel.     Les  chemins  de  fer 

de     letat    en    France    et    a    I'ctrangcr. 

Paris,  1894.     LSE. 
Ratoin,    Emmanuel.      Un    nouveau    mo- 

nopole.     Le  rachat  des  chemins  de  fer. 
(Journal    des    economistes.    45th    year: 

362-71;     Paris,    1901)     AmhC,    .\PS, 

CU.  LC,  NY. 
Regnier,  M.     Les  critiques  de  M.  le  sen- 

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ciers  du  rachat  de  I'Ouest. 
(Documents  du  progres.  Jan.   1910) 
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sur  le  regime  financier  et  I'organisation 

administrative  des  chemins  de  fer  de 

rfitat  et  la  proposition  de  loi  de  MM. 

Bietry  et  Dupourquc  tendant  au  rachat 

du    reseau    des    chemins    de     fer    de 

I'Ouest.    .    .    .    Paris.  1907.     T39  p.    4°. 
(Chambre    des    deputes.    9.    legis.    sess., 

1907.  no.  882)     B,  LC. 
Results     of     government     operation     in 

France. 
(Railway  age  gazette,   v.   56:438;    Feb. 

27,  1914) 


Ribes-Christofle, 


de.      Budget    des 


chemins    de    fer    de   I'etat    pour    1913. 

Note  presentee. 

(Bulletin  de  la  Chambre  de  commerce 
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1913)     B. 

Ribes-Mery,    Robert.      Le    regime    finan- 
cier des  chemins  de  fer  de  I'etat.    Tou- 
louse, Clemence-Isaure,  1913.     2  p.  1., 
(i)  x-xii,  262  p.    4°.     NY. 
Bibliography  :  p.  ix-xii. 

Riviere,  Louis.  Le  rachat  du  chemin  de 
fer  de  I'Ouest. 

(Reforme  sociale,  v.  53:244-49;  Feb.  i, 
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Roussel,  Felix.  Le  racliat  des  chemins 
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(Revue  politique  and  parlementaire,  v. 
22:  487-514.  Dec.  1899;  V.  23:  510-32, 
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Roy,  lienri.  Rapport  fait  au  nom  do  la 
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deputes,  10.  legis.  sess.,  no.  912)  B, 
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Say,  Jean  Baptiste  Leon.  Le  racliat  des 
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Reprinted     from     the     Journal     des 
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30 


Sinceny,  P.     Le  rachat  de  I'Ouest. 

(Reforme  economique,  17th  year:  809- 
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Sinceny,  P.  Le  rachat  de  I'Ouest  de- 
vant  le  Senat. 

(Reforme  economique,  i6th  year:  712- 
14;  June  14,  1907)     LC. 

Souchon,  Auguste,  and  Mange,  Alfred. 
Le  rachat  des  chemins  de  fer.  Con- 
ference faite  au  27^  dejeuner  mensuel 
de  la  Federation  le  8  decembre  1906,  a 
I'Hotel  Continental.  Avec  une  intro- 
duction de  Andre  Lebon.  Paris, 
Federation  des  industriels  et  commer- 
gants  frangais,  1906.  47  p.  8°.  B,  LC, 
NY. 

Stanton,  Theodore.  The  political  side 
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(North  American  review,  v.  198:248-56; 
Aug.  1913)     B,  LC,  NY. 

State-owned  railways  of  France. 

(Daily  consular  and  trade  reports,  15th 
year;  March  9,  1912)     B,  LC. 

State  railway  working  in  France. 

(Railway  news,  v.  100:226-27;  Aug.  2, 
1913)     B,  H,  ICC,  JC,  LC,  NY. 

Steeg,  T.  Le  reseau  des  chemins  de  fer 
de  I'etat ;  ses  produits  direct  et  indirect. 

(Revue  politique  et  litteraire,  sen  5,  v.  8: 
711-14;  Paris,  1907)     LC,  NY. 

Stone  &  Webster  public  service  journal  • 
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ill  success  at  railroad  co-ordination. 

(Stone  &  Webster  public  service  jour- 
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LC,  NY. 

Thomas,  Albert.  L'organisation  des  che- 
mins de  fer  en  France. 

(Revue  socialiste,  27th  year:  495-516; 
Paris,  191 1.    LC,  NY. 

Thomas,  Albert.  La  regie  directe  des 
chemins  de  fer. 

(Revue  socialiste,  29th  year:  1 14-41. 
Paris,  1913)     LC,  NY. 

Tisne,  Walter  E.  The  proposed  exten- 
sion of  state  ownership  of  railways  in 
France. 

(Business  world,  v.  28:211-15;  April 
1908)     B,  LC. 


Valette,  Marc  de.  State  railways  of 
France.  In  The  Railway  library,  191 1. 
Chicago,  1912.  p.  288-99.  B,  CU,  ICC, 
JC,  LC,  SU,  UC,  UP,  UW,  Y. 

Vibert,  Paul.  .  .  .  Les  crimes  de  I'etat- 
isme ;  le  rachat  de  I'Ouest :  Le  rachat 
de  I'Ouest. — Les  chemins  de  fer  de 
I'Ouest.  —  Les  chemins  de  fer  de 
I'etat. — Les  chemins  de  fer  du  Midi. — 
Quelques  consequences. — Les  canaux. — 
Paris  port-de-mer.  —  Nos  ports  de 
mer. — Nouvelles  conventions.  —  L'etat 
industriel  et  commergant. — Le  rachat 
de  I'Ouest  et  la  question  sociale. — Vi- 
tesse et  controle.  Paris,  A.  Schleicher, 
1909.  3  p.  1.,  xii,  662  p.  tables  (2 
fold.)     4°.     B,  JC,  LC. 

Vrooman,  Carl  S.  Railway  nationaliza- 
tion in  France. 

(Arena,  v.  40:15-63;  Sept.  1908)  B, 
ICC,  LC. 

Wickersheimer,  fimile.  A  propos  du 
rachat  du  chemin  de  fer  de  I'Ouest. 
Industries  d'etat.  Administrations 
privees.  Paris,  Dunod  et  Pinat,  1906. 
40  p.     8°. 

Wickersheimer,  fimile.  fitude  sur  le 
rachat  des  chemins  de  fer  d'Orleans, 
de  rOuest,  de  I'Est  et  du  Midi.  Con- 
struction de  20.000  kilometres  de  che- 
mins de  fer  economiques.  Preface  de 
M.  Camille  Pelletan.  Paris,  Impr. 
Chaix,  1892.  xiii,  213  p.  4°.  B,  LC, 
UW. 

Favorable  to  state  operation. 


In  addition  to  the  reports  on  the  ad- 
ministration of  French  state  railway 
lines  submitted  by  senators  and  depu- 
ties named  in  this  list,  full  discussions 
may  be  found  in  the  annual  parlia^- 
mentary  reports  in  regard  to  the  na- 
tional budget. 

Parliamentary  discussion  in  regard 
to  the  results  of  government  adminis- 
tration of  the  railways  is  published 
annually  in  the  Journal  officiel  de  la 
Republique  trangaise. 


31 


GERMANY 

For  statistics  of  German  railways  see  tlie  following  atiiuial  statistical  publica- 
tions : 

Empire.     Statistik  der  im  hetriebc  betindliclicn  eisenbabneii   Deutschlands. 

Baden.  Jahros-bericlit  iibcr  die  staatseisenbahnen  und  die  liodcnsec-dampschiflF- 
fahrt  im  grossherzogthum  Baden. 

Bavaria.  Bcricht  iiber  die  ergebnisse  des  betriebes  der  kriniglich  bayerischen 
•staatseisenbabncn. 

Prussia.  Bericht  iiber  die  ergebnisse  des  betriebes  der  vereinigten  preussischen 
und  hessischen  staatseisenbahnen. 

Saxony.  "Statistischer  bericht  iiber  den  betrieb  der  .  .  .  staats-  und  privat- 
•eisenbahnen. 

Statistische  nachrichten  von  den  eisenbahnen  des  X'ereins  deutscher  eisenbahnver- 
waltungen. 

Archiv  fiir  cisenbahnwesen  (bi-monthly). 


.Acworth,  William  M.  "The  railways  of 
Germany"  and  England — A  reply. 

-(Contemporary     review,    v.    87:570-76; 

April,  1906)     B,  LC. 
Acworth,  William  M.     State  railways. 

(Economic  journal,  v.  7:606-07'.  Dec. 
1897)     B,  LC. 

Their  results  in   Prussia. 

Alberty,  AI.  Der  iibergaiig  zum  staats- 
bahnsystem  in  Preussen ;  seine  be- 
griindung,  seine  durchfiihrung  und 
seine  folgen.  Eine  wirtschaftspoliti- 
sche  untersuchung.  Jena,  G.  Fischer, 
191 1,  viii,  345,  [13]  p.  diagrs.  8°. 
CU,  JC,  LC,  NY,  Prussia. 

Allix,  Georges.  La  congestion  du  reseau 
prussien  en  1912. 

(Journal  des  transports,  36th  year:  561- 
63;  Nov.  22,  1913)     B. 

Translated  and  printed  by  Bureau 
of  Railway  Economics. 

Translation  under  title  "The  conges- 
tion on  the  Prussian  state  railways  in 
1912"  in  Railway  age  gazette,  v.  55: 
1232-33;  F)ec.  26,  19 1 3. 

Baudin,  Pierre.  Les  exploitations  indus- 
trielles  de  I'etat  ct  leurs  methodes 
financieres. 

(Revue  economique  intcrnationalc,  6th 
year:  225-43;  Nov.  1909)     B,  LC,  NY. 


"Les  chemins  de   fer  prussiens" :   p. 

231-43- 

Bradford,  Ernest  S.  Prussian  railway 
administration. 

(Annals  of  the  American  academy  of 
political  and  social  science,  v.  29:310- 
22;  March  1907)     B,  ICC,  LC,  NY. 

Concludes  that  "Prussia  has  satis- 
factorily solved  the  problem  of  gov- 
ernment ownership." 

Cohn,  Gustav.  Railway  policy  of  Prus- 
sia. 

(Journal  of  political  economy,  v.  i  :  179- 
92;  March  1893)     B,  LC,  NY. 

Cunningham,  William  J.  .  .  .  The 
administration  of  the  state  railways  of 
Prussia-Hesse.  [New  York,  E.  C. 
Bruen,  incl  C1913.  38  p.  8°  B,  LC, 
NY. 

At  head  of  title :  New  York  railroad 
club.  Advance  copy  of  paper  to  be 
presented  at  the  meeting  of  Friday, 
April  18,  1913. 

Reprinted  in  Railway  age  gazette,  v. 
54:935-40;  Apr.  25,  1913. 

Reprinted  in  Proceedings  N.  Y.  rail- 
road club,  V.  23:3124-61;  Apr.  1913. 
B,  LC.  NY. 

Eltzbacher,  O.     Railways  of  Germany. 

(Contemporary  review,  v.  87:174-92; 
Feb.  1905)     B.  LC. 


32 


Compares    the    railway    systems    of 
Great  Britain  and  Germany  to  the  dis- 
advantage of  the  former. 
Erzberger,   M.     Zur  eisenbahnpolitik  in 
Deutschland. 

(Hist.-poHt.  blatter.,  v.  132:589-98; 
Miinchen,  1903)     LC,  NY. 

Fochier,  Emmanuel.  Sexploitation  des 
chemins  de  fer  par  I'etat  en  Allemagne. 
.  .  .  Paris,  L.  Larose,  1901.  3  p.  1., 
204  p.,  I  1.  8°.  (Universite  de  Paris. — 
Faculte  de  droit.)  B,  ICC,  JC,  LC, 
NY,  Prussia,  UW. 

Shows  the  beneficial  results  of  gov- 
ernment ownership. 

German  government  railways  reflect  in- 
creasing cost  of  operation.  Mounting 
operating  ratios  and  slump  in  traffic 
show  remarkable  similarity  with  United 
States  and  England. 

(Railway  review,  v.  54:249-50;  Feb.  14, 
1914)     B,  H,  ICC,  LC. 

German  state-owned  railways. 

(Outlook,  v.  82:286-87;  Feb.  10.  1906) 
B,  HU,  ICC,  JC.  LC,  NY. 

German  state  railways  [Government 
ownership]. 

(Coast  seamen's  journal,  April  6.  1910) 
B,  LC. 

Gt.  Brit.  Foreign  office.  Diplomatic  and 
consular  reports.  Miscellaneous  series, 
1902,  No.  574.  Report  on  Prussian 
railways.  Presented  to  both  Houses 
of  Parliament,  by  command  of  His 
Majesty,  February,  1902.  London, 
1902.  56  p.  8°.  B,  ICC,  JC,  LC, 
Prussia. 

An  historical  survey  of  the  opera- 
tion and  administration  of  Prussian 
railroads  from  1850,,  the  beginning  of 
state  ownership,  down  to  1901. 

Grooss,  A.  Die  hessischen  eisenbahnen 
unter  preussischer  verwaltung.  Darm- 
stadt, 1908.     55  p.     8°.     B,  JC,  UC. 

Grooss,  A.  Der  hessische  staatshaus- 
halt  und  die  eisenbahngemeinschaft  im 
nachgang    zu :    Die    hessischen    eisen- 


bahnen unter  preussischer  verwaltung. 

Darmstadt,  1909.     29  p.    8°.     B,  JC. 
Hoff,    Wilhelm.      Zur    wiederkehr    des 
zehnten    jahrestages    der    neuordnung 

der    preussischen    staatseisenbahnver- 

waltung.      I.   April    1895  bis   i.     April 

1905. 
(Archiv  fiir  eisenbahnwesen,  28th  year: 

307-30;  Mar.-Apr.  1905) 
Hummel,    Hermann.      Baden    und    die 

eisenbahngemeinschaft ;     eine     studie. 

Karlsruhe  i.  B.,  G.  Braun,  1912.    2  p.  1., 
26  p.     8°.     B,  LC,  NY. 
Jacob,  Oskar.    Die  k.  wiirttembergischen 

staatseisenbahnen   in   historisch-statis- 

tischer    darstellung.      Ein  beitrag  zur 

geschichte  des  eisenbahnwesens.     Tii- 

bingen,   H.    Laupp'sche   buchhandlung, 

1895.      xi,    198   p.      I    map.     8°.      ICC, 

JC,  NY,  UW. 
Kapp,    F.      Government    absorption    of 

Prussian  railroads. 
(Nation,  v.  34:224-25;  March  16,  1882) 

B,  HU,  JC,  LC,  NY. 
Kirchhoff,      Hermann.       Die     deutsche 

eisenbahngemeinschaft.      Stuttgart,    J. 

G.    Cotta,    191 1,     vii,    117   p.     8°.     JC, 

LC,  NY. 
Kirchhoff,  Hermann.     Vereinheitlichung 

des   deutschen    eisenbahnwesens ;    eine 

erganzung   der    schrift:    Die   deutsche 

eisenbahngemeinschaft.      Stuttgart,    J. 

G.  Cotta,  1913-     vi,  228  p.     8°.     B.  LC, 

NY. 
Kronig.     Fritz.       Die     verwaltung     der 

preussischen  staats-eisenbahnen.    Bres- 

lau,  W.  G.  Korn,  1891-1892.    2  v.    8°. 

CU.  H,  HU,  ICC,  JC,  LC,  MIT,  UI, 

UM,  UW. 
Krueger,  Alexander.    Zur  geschichte  des 

Bismarckschen     reichseisenbahn     pro- 

jekts   vom   jahre    1876.     Berlin,   Putt- 

kammer    &    Miihlbrecht,    1909.      71    P- 

8°.    JC,  LC.  NY. 

Bibliography:  p.  70-7i- 
Lotz,   Walther.      Der   fiskus    als    arbeit- 

geber    im    deutschen    staatsbahnwesen. 


33 


(Archiv   fiir  sozialwissenschaft  und  so- 
zialpolitik,    v.    21:612-58;    Tubingen, 
1905)     CU,  LC,  NY. 
Macdonnell,  John.     German  railways ;  a 

comparison. 
(Fortnightly   review,   v.    19:67-81;   Jan. 

I,  1876)     B.  LC.  NY. 
Mange,  Alfred.     L'exploitation  des  che- 

mins  de  fer  de  la  Prusse  depuis  leur 

rachat  par  I'etat. 
(Revue  des  deu.x  mondes,  63d  year,  v. 

117:142-68;    May    I,    1893)     B,    HU, 

JC,  LC,  NY. 
Marcus,  Victor.     Gegen  die  verstaatlich- 

ung    der    preussischen     privatbahnen. 

Berlin,  1879.    30  P-    8°.    hi  Volkswirt- 

schaftliche  zeitfragen,  1879,  v.  i,  pt.  7. 

BPL,  CU,  H,  LC,  Prussia.  UW. 
Meyer,  Balthasar  H.     Administration  of 

Prussian  railroads. 
(Annals    of  the   American    academy   of 

political  and  social  science,  v.  10:389- 

423;   Nov.   1897)     B,   HU,   ICC.   LC, 

MIT,  NY. 

Reprinted    in    "Railway    problems," 

ed.  by  W.  Z.  Ripley,  editions  of  1907 

and  1913,  under  title  :   "Railroad  owner- 
ship  in   Germany."     ASCE,    B.    BPL, 

ClevePL,    CU,    CornU,    HU.    IndSL, 

ICC,  JC,   LC,   LSE.   MIT,   NY.   SU, 

UCol,  UI.  UM,  UP,  UW.  Y. 
Mills,  J.  F.    German  state  enterprise  and 

German  officialdom. 
(Railway  review   [Lond.],  Oct.  4,    1912. 

p.  3)     B. 

Comment    on    railway    statistics    in 

the    "Statistisches    jahrbuch    fiir    das 

Deutsche  Reich." 
Ownership   and    regulation   of   railroads 

in  Germany. 
(Nation,    v.    28:298-99;    May    i,    1870) 

B.  HU,  JC,  LC,  NY. 
Parsons,  Frank.     Railway  experience  of 

Germany. 
(Arena,  v.  37:  113-20,  250-54;  Feb.-Mar. 

1907)     B,  ICC.  JC,  LC,  NY. 
Prussia.      Ministerium    der    offentlichen 

arbeiten.    The  argument  for  state  rail- 


road ownership.  A  translation  of  the 
document  submitted  to  the  Prussian 
Parliament  by  the  Cabinet  in  1879, 
with  a  bill  granting  the  power  and 
means  necessary  for  acquiring  several 
important  railroads  then  owned  by  pri- 
vate corporations.  New  York,  1880. 
64  p.  12°.  B,  CU,  H,  HU,  ICC,  JC, 
LSE,  MIT. 

Quaatz,  R.  Der  nationale  gedanke  und 
die  eisenbahnen. 

(Preuss.  jahrbiicher,  v.  145:237-76: 
Berlin,  1911)     JC,  LC,  NY,  Prussia. 

Railroad  question  in  Germany  and 
Prussia. 

(Nation,  v.  30:40-41;  Jan.  15,  1880)  B, 
LC. 

Discusses  the  process  of  nationaliza- 
tion in  Germany. 

Railway  age  gazette  [Editorial].  The 
Prussian-Hessian  state  railways. 

(Railway  age  gazette,  v.  54:  933-34;  Apr. 
25, 1913) 

Ritter,  Paul.  Eine  deutsche  eisenbahn- 
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Gt.  Brit.  Royal  commission  on  railways 
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An  inquiry  into  the  relationship  be- 
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H.,  D.  S.  Is  there  a  case  for  railway 
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-■ .     Same.     2(1   ed.     London,    Paris, 

Cassell  and  co.,  1895.  408  p.  12°. 
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Reviewed  by  H.  H.  L.  Bellot  in 
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1894. 

Jevons,  W.  Stanley.  The  railways  and 
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Reprinted  in  his  Methods  of  social 
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Unfavorable  to  state  ownership  in 
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(Journal  of  commerce.  Jan.  10,  1912) 
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B,  LSE. 

Kingdom,  W.  Suggestions  for  improv- 
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15  p.    8°.     CU,  UP.  UW. 

Knoop,  Douglas.  Outlines  of  railway 
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"State  ownership  and  management 
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Labour  representative  committee.  Why 
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London,  n.  d.     (Leaflet  no.  12)     LSE. 

Laing.  S..  and  Parsloe,  Joseph.  Our 
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(Fortnightly  review,  v.  39:  462-71  ;  April 
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The  latter  article  sees  no  alternative 
to  the  present  unsatisfactory  system  in 
England  except  state  acquisition. 


Lasteyrie.  Ch.  de.  La  nationalisation 
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Reprinted  from  Revue  financiere 
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Unfavorable  to  eventual  nationaliza- 
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Lawson,  W.  R.  British  railways ;  a 
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London,  Constable  &  company,  ltd., 
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"The  railways  and  the  state."  p.  298; 
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Lehfeldt.  R.  A.  Finance  of  railway  na- 
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(Economic  journal,  v.  23:340-47;  Sept. 
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Leyen,  A.  F.  von  der.  [Review  of  "The 
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(Archiv  fiir  eisenbahnwesen,  37th  year: 
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Lissenden.  George  B.  Railway  nationali- 
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(Westminster  review,  v.  172:611-24; 
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Lockwood,  M.  The  nationalisation  of 
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10  p.  8°.  (Popular  financial  booklets, 
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Reprinted  from  the  Financial  review 
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This  report  was  drawn  up  for  the 
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Abstract  in  Revue  generale  des  che- 
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44 


con  I'economia  del  paese  e  la  scienza 

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sera  del  20  giugno  1907.     Roma,  Tipo- 

grafia  cooperativa  sociale,  1907.     166  p., 

I  1.    8°.    B,  ICC,  IntSL,  LC,  NY. 
Tajani,    Filippo.      L'esercizio   ferroviario 

di  stato  in  Italia. 
(Giornale    d.   economisti,   ser.    2,   v.    32: 

80-91,  Roma,  1906)     LC,  NY. 

91,  Roma,  1906)     LC,  NY. 
Tajani,  Filippo.     L'exploitation  par  I'etat 

des  chemins  de  fer  italiens. 
(Revue    economique    internationale,    2d 

year,  v.  3:331-58:   Aug.   15-20,   1905) 

B,  LC,  HU,  NY. 

Favorable  to  state  exploitation. 
Translation  in   Railway  age,  v.  40 : 

662-64,  687-88;   Nov.  24,  Dec.   I,  1905. 
Tajani,   Filippo.     Les  premiers   resultats 

de  l'exploitation  des  chemins  de  fer  par 

I'etat  en  Italic. 
(Revue    economique    internationale,    6th 

year:  88-112;  15-20  July  1909)     B.  LC, 

NY.  ■ 


Tajani,  Filippo.  Railw^ay  nationalisation 
in  Italy. 

(Economic  journal,  v.  19:404-11;  Sept. 
1908)     B,  NY. 

Tajani,  Filippo.  Railway  situation  in 
Italy. 

(Quarterly  journal  of  economics,  v.  23: 
618-51;  Aug.  1909)  B,  HU,  ICC,  LC, 
NY. 

Gives  results  of  state  railway  work- 
ing in  Italy. 

Tajani,  Filippo.  Les  resultats  de  l'ex- 
ploitation des  chemins  de  fer  par  I'etat 
en  Italic. 

(Annales  de  la  regie  directe,  5th  year: 
97-118;  Geneve,  1913)     NY. 

Abstract  by  Georges  Allix,  under 
title  "L'exploitation  des  chemins  de  fer 
en  Italic,"  in  Journal  des  transports, 
13th  year:   309-11;  June  28,   1913.     B. 

Trevisonno,  N.  Ferrovie  di  stato  e 
tinanza  in  Italia. 

(Giornale  degli  economisti,  ser.  2,  v.  39: 
11-18;  Roma.  1909)     LC,  NY. 


JAPAN 

For  statistics  of  Japanese  railways  see  the  Annual  reports  of  the  Imperial  railway 
bureau. 


Abe,  Keikichi.   Railway  control  in  Japan. 

(Arena,  v.  24:64-75;  July  1900)     LC. 

Arena  [Editorial].  The  nationalization 
of  the  railways  of  Japan.  Another 
object  lesson  for  the  LTnited  States. 

(Arena,  v.  35:54^-43;  May  1906)  B, 
ICC,  LC,  NY. 

Bedinger.  George  Rust.  How  govern- 
ment ownership  of  railways  works  in 
Japan. 

(Harper's  weekly,  v.  57:22;  Jan.  18, 
1913)     B,LC. 

Reprinted  by  the  Bureau  of  railway 
economics. 

Bouvier,  fimile.  'Les  chemins  de  fer  de 
I'etat  en  Japon. 

(Annales  de  la  regie  directe,  v.  3:97- 
106;  Geneva.  1910-11)     NY. 


Chautauquan  [Editorial].  Paternalism 
and  state  ownership  in  Japan. 

(Chautauquan,  v.  43:  199-200;  May  1906) 
B,  LC. 

Clavery,  fidouard.  La  nationalisation 
des  chemins  de  fer  au  Japon. 

(Revue  generale  d'administration,  v.  93: 
22-32;  Paris,  1908)     LC,  NY. 

Engineering  [Editorial].  Nationalisation 
of  Japanese  railways. 

(Engineering,  v.  81:624-25;  May  11, 
1906)     B,  LC. 

George,  Henry.  The  government  rail- 
roads of  Japan. 

(Times  magazine,  Feb.  1907;  I>-  269-76) 
B,  LC. 

Government  ownership  of  railways  in 
Japan. 


45 


(Outlook,    V.    82:818;    April    14.    1906) 
B,  HU,  ICC,  JC,  LC,  NY. 

Japan.  Communications  department. 
Tetsudo  kokujn  shimatsu  ippan.  [Gen- 
eral report  relative  to  the  purchase  of 
railways  by  the  Japanese  government.] 
Tokyo,  1909.  I  p.  ]..  23,  loii,  66  p., 
I  1.,  3  maps,  10  tables.  4". 
T.  p.  and  text  in  Japanese  only. 

Japanese  state  railways. 

(Railway  news,  v.    101:295-96;    Feb.   7, 
1914)     B,  JC,  LC,  NY. 

Japan's  railway  appropriation. 

(Far    eastern    review,    v.    8:456;    May 
1912)     B,  LC. 

Levy,   Maurice.     Le  rachat  des  chemins 
de  fer  du  Japon. 


(Annales  des  sciences  politiques :  v.  25: 
684-97,  717-39;  Sept.,  Nov.,  1910)    LC. 

Lowther,  Gerald.  The  railways  of  Japan. 
[Tokyo  ?i896]     II  p.  4°.     B. 

A  report  made  to  the   British  gov- 
ernment. 

Nationalisation  of  Japanese  railways. 
(Engineering     [Lond.],     v.     81:624-25; 
May  II,  1906)     B,  LC. 

Purchase   of   Japanese   railways   by   the 

government. 
(Railway  age,  v.  44:  I47;  Aug.  2,  1907)^ 

Slater,  J.  E.     The  railways  of  Japan. 
(Railroad  men,  v.  26:  216-20;  May,  1913) 
B,  ICC. 


MEXICO 


For  statistics  of  Mexican  railways  see  the  annual  statistical  "Memoria"  of  the 
Ministry  of  communication   and  public  works. 

Gurza,  Jaime.  La  politica  ferrocarrilera 
del  gobierno.  Mexico,  Tipografia  de 
la    oficina    impresora    de    estampillas, 


1911.  2  p.  1.,  (1)4-139  p.,  2  1.,  16  p., 
9  I.,  2  maps,  2  tables.    8°.     NY. 

Mexico  acquires  full  control  of  her  rail- 
ways. 

(Arena,  v.  37:309-10;  March  1907)  B, 
ICC,  JC,  LC,  NY. 

Nationalization  of  railways  in  Mexico. 
By  an   American   residing  in  Mexico. 

(Moody's  magazine,  v.  4:3C>-48;  June 
1907)     B,  ICC,  JC,  LC,  NY. 


Nichols,  H.  C.    Mexico  buying  railroads 

wholesale. 
(Moody's  magazine,  v.  3,  p.  543-48;  April 

1907)     R,  ICC,  JC,  LC,  NY. 
Railroad  control  in  Mexico. 
(American    review    of    reviews,    v.    36: 

747-48;  Dec.  1907)    B,  ICC,  LC,  NY. 
Railroad    gazette    [Editorial].     Mexican 

government  railroad  high  finance. 
(Railroad  gazette,  v.  43:56-57;  Jul.   19, 

1907) 


RUSSIA 

For  statistics  of  Russian   railways   see  the   annual  statistical   publication   of  the 
Ministry  of  transportation :  Recueil  statistique.     Chemins  de  fer. 


Allix.  Georges.  Les  chemins  de  fer 
russes. 

(Journal  des  transports,  37th  year:  133- 
36;  Mar.  21,  1914)     B,  LC. 

Berliner  Boersen-courier.  Private  rail- 
roads wanted  in  Russia.  More  suc- 
cessful than  government-owned  sys- 
tems. Effects  of  the  change  in  Rus- 
sian policy  in   1905. 


(Journal    of    commerce,    Aug.    27,    1913, 
p.  4.  col.  7)     B,  LC,  NY. 

Cohn,  Gustav.     State  railways  and  state 
revenue  in  Russia. 

(Economic  journal,  v.  9:93-100;  March 
1899)     B,  LC. 

Government  ownership  failures  in  Rus- 
sia. 


46 


(Public  service,  v.  12:  22,(^-2,7',  June  1912) 

B,LC. 
Matthesius,  Oskar.    Russische  eisenbahn- 

politik  im  xix.  jahrhundert,  1836-1881, 

d.  h.  von  den  ersten  anfiingen  bis  zum 

ende    des     reinen     privatbahnsystems. 

Erste     periode :     1836-1855. 

Berlin,   J.    Springer,    1903.     34.    [2]    p. 

8°.  B,  CU,  LC,  UW. 
Inaug.-diss. — Berlin. 
Pub.   in   full    in   "Archiv    fiir   eisen- 

bahnu'esen,"      Sept.-Oct.,      Nov.-Dec. 

1903;  Jan.-Feb.  1904. 
Matthesius,     Oskar.      Russische     eisen- 

bahnpolitik,  1881-1903. 


(Archiv  fiir  eisenbahnwesen,  July-Aug., 
Sept.-Oct.,  Nov.-Dec.  1906;  July-Aug. 
1907;  Sept.-Oct.,  Nov.-Dec.  1908; 
Jan.-Feb.  1909) 

A  continuation  of  the  foregoing. 

A  Popular  phase  of  government  owner- 
ship [in  Russia]. 

(Railroad  gazette,  v.  41:208;  Sept.  7, 
1906) 

State  ownership  badly  criticized  [Rus- 
sia]. State  railways  show  a  deficit  for 
the  year  1908  of  sixty-one  million  dol- 
lars. 

(Philadelphia  Inquirer,  March  17,  1912) 
B,LC. 


SWITZERLAND 

For  statistics  of  Swiss  railways  see  the  annual  statistical  reports  of  the  Post  and 
railway  department :  Schweizerische  eisenbahn-statistik.  .  .  .  Statistique  des 
chemins  de  fer  suisses. 


Achard,  A.     Le  rachat  des  chemins  de 

fer  en  Suisse. 
(Revue  d'economie  politique,   19th  year, 

p.  704-36,  1905)     LC,  NY. 
Achard.  A.     Le  rachat  du  Gothard. 
(Revue  d'economie  politique,  26th  year: 

584-602;  Sept.-Oct.  1912)     LC,  NY. 

An  account  of  the  history  and  re- 
sults   of    the    acquisition    of    the    St. 

Gotthard  railway  by  the  state. 
Acworth,  William  M.     The  nationaliza- 
tion of  Swiss  railways. 
(Economic   journal,    v.  8:265-69;    June 

1898)     B.  LC. 
Allix,  Georges.     Les  resultats  du  rachat 

en  Suisse. 
(Journal  des  transports,  36th  year :  537- 

39;  Nov.  8,  1913)     B. 
Charton,    P.      Gli    ultimi    risultati    della 

nazionalizzazione    delle    ferrovie    nella 

Svissera. 
(La  Riforma  sociale,  ser.  2,  v.  15  :  71-74; 

Jan.  15,  1905)     B,  LC. 
Clerget,  Pierre.    La  vie  economique.     La 

politique   de   la    Suisse   en   matiere   de 

chemins  de  fer. 


(Revue  economique  internationale,  2d 
year,  v.  2:372-85;  May  15-20.  1905) 
B,  LC,  NY. 

Favorable  to  the  repurchase  of 
Swiss  railways. 

Curti,  Theodor.  Die  verstaatHchung  der 
schweizerischen  eisenbahnen. 

(Archiv  fiir  soziale  gesetzgebung  und 
statistik.  v.  12:349-72;  Berlin,  1898) 
CU,  LC,  NY. 

Dietler,  Hans.  The  regulation  and  na- 
tionalization of  the  Swiss  railways. 
A  paper  submitted  to  the  American 
academy  of  political  and  social  science. 
Philadelphia  [1899].  62  p.  8°.  AmhC, 
B,  BPL,  CU,  ICC.  LC.  LSE,  MIT, 
NY. 

Translated  from  the  German  by  B. 
H.  Meyer. 

Reprinted  in  American  academy  of 
political  and  social  science.  Annals, 
V.  13:143-72  [March,  1899];  291-322 
[Afay.  1899]. 

Dietler,  Hans.  Die  schweizerische  eisen- 
bahnfrage.  .  .  .  Ziirich,  O.  FiJssli  & 
CO.,  1877.  68  p.  8°.  (Schweizer- 
zeitfragen.      [hft.  4])      B,  LC,  NY. 


47 


Droz,  Numa.  Le  rachat  des  chemins  de 
fer  suisses.  Bale  et  Geneve,  Georg  et 
CO.,  1898.  52  p.  8°.  B,  LC,  Prussia. 
UW. 

"Sources  consultees" :  p.  [2]. 
Opposed  to  the  repurchase  of  Swiss 
railways. 

Favarger,  Ph.  Le  situation  des  chemins 
de  fer  federaux  en  Suisse. 

(Journal  des  economistes.  69th  year : 
398-414;  Dec.  15.  1910)  AinhC,  LC, 
NY. 

Financial   results  under  government 
ownership. 

Ferroni,  Ferruccio.  Un  organismo  fer- 
roviario  moderno :  le  fcrrovie  di  stato 
svizzere  (1903-1910).  Bologna,  Fani- 
chclli,  TQii.     viii,  ^22  p.     8°. 

Fischer,  Joh.  Staat  und  eisenbahnen. 
.  .  .  Baden,  J.  Zehnder,  1894.  44  p. 
12".    B.  ICC,  Prussia.  UW. 

Favorable  to  the  repurchase  of 
Swiss  railways. 

Gariel,  Georges.  Une  experience  rccente 
de  chemins  de  fer  d'etat :  Les  chemins 
de  fer  federaux  suisses. 

(Revue  economique  internationale.  nth 
year,  v.  1:84-123;  15-20  Jan.  1914) 
B,  LC,  NY. 

Shows  that  the  state  administration 
of  Swiss  railways  has  succeeded  for 
the  present,  but  that  it  does  not  prom- 
ise to  fulhl  all  the  hopes  of  the  ad- 
vocates of  nationalization  nor  for  all 
countries. 

Gautschy,  Henry.  Die  nationalisirung 
der  schweizerischen  eisenbahnen.  \'or- 
trag  gchalten  in  Ziirich  am  Q.  <lccem- 
ber  1894.  .  .  .  Pjasel.  IJirkhauser  & 
Dubi  [1894].    24  p.     4°.     B. 

An  argument  in  favor  of  the  repur- 
chase of  Swiss  railways. 

Government-owned  railways  in  Switzer- 
land. 
(Arena,  v.  39:630-31;  May  1908)     TCC, 
LC,  NY. 

Government     railroads    in     Switzerland. 


(American  review  of  reviews,  v.  46:94- 

95;  July  1912)     B,  ICC,  LC. 
Government  railways  in  Switzerland. 
(Independent,    v.   64:932-33;    April    23, 

1908)     ICC,  LC.  NY. 
Gubler,    Heinrich.      Die    kontrolle    des 

Bundes  iiber  das   rechnungswcsen  der 

eisenbahnen.     Ziirich,    1898.     152,    i    p. 

8°.    LC,  UW. 
Haguet,   Henri.     Le  rachat  des  chemins 

de    fer    suisses    ct    ses    consequences. 

Paris,  Ch.  Beranger,   1903,   128  p.     8°. 

B,     ICC,     IntRC,     JC,     LC,     Prussia, 

UW,  Y. 

Concerning  the  repurchase  of  Swiss 

railways  in  1898. 
Henry.  L.  Paul.     Le  rachat  des  chemins 

de   fer  en  Suisse. 
(Annales  des   sciences  politiques,  v.   19: 

p.    718-40;    V.    20.    p.    442-64;     Paris, 

1904-05)     LC,  NY. 
Herold,     Robert.       Der     schweizerische 

bund    und    die    eisenbahnen    bis    zur 

jahrhundertwende.       Der     allmahliche 

sieg  zentralistischer  tendenzen  und  die 

durchfiihrung  der  verstaatlichung.  .  .  . 

Stuttgart,  J.  G.  Cotta,   1902.     viii,  372 

p.,    I     map.     8°.     (Miinchener    volks- 

wirtschaftlichc  studien     ...     v.  49'* 

HU,  LC.  NY,  UC.  UW.  V. 
Holcombe,  A.   N.     The   first  decade  of 

the  Swiss  federal  railways. 
(Quarterly  journal  of  economics,  v.  26: 

341-62;  Feb.  1912)     B.  II U,  ICC.  JC, 

LC,  XY. 
Reviewed  in  the  Nation  under  title 

"Switzerland's  railway  success,"  v.  94: 

255-57:  March  14,  1912. 
Independent     [Editorial].       Government 

railways  in  Switzerland. 
(Independent,    v.    64:932-34;    Apr.    23, 

KX)8)     B.  LC,  NY. 
Laveleye.  G.  de.    Le  rachat  des  chemins 

de  fer  suisses.    .    .    .    Bruxelles.  1897. 

32  p.    8°.     B. 

Opposed   to   methods   of   repurchase 

employed  in  Switzerland. 


48 


Macdonald,  J.  R.  The  referendum  and 
the  Swiss  railroads. 

(American  review  of  reviews,  v.  17: 
443-45 ;  April  1898)  B,  HU,  ICC,  JC, 
LC,  NY. 

Micheli,  Horace.  Le  rachat  des  cliemins 
de  fer  en  Suisse.  Paris,  1898.  (Cir- 
culaire  du  Musee  sociale,  no.  18,  May 
25,  1898.) 

Micheli,  Horace.  State  purchase  of  rail- 
ways in  Switzerland.  Tr.  by  John 
Cummings.  .  .  .  New  York,  Pub. 
for  Amer.  econ.  assoc.  by  the  Macniil- 
lan  company;  London,  1898.  [353]- 
420  p.  8°.  (American  economic  as- 
sociation. Economic  studies,  v.  i : 
355-420;  Dec.  1898)  APS,  B,  BPL. 
ClevePL,  CU,  HU,  ICC,  JC,  LC,  LSE, 
NY,  Tufts,  UCal,  UW,  Y. 

This  is  a  translation  from  the  Musee 
sociale.  An  abridged  translation  is  in 
Popular  science  monthly,  v.  53  :  609-20 ; 
Sept.  1898,  with  title  "Nationalization 
of  the  railroads  in  Switzerland." 

Milhaud,  Edgard.  Les  accidents  de  che- 
mins  de  fer  en  Suisse  avant  et  apres 
le  rachat. 

(Annales  de  la  regie  directe,  v.  3 :  225- 
36;  Geneva,  1910-11)     NY. 

Milhaud,  Edgard.  La  nationalisation 
des  chemins  de  fer  suisses. 

(Revue  socialiste,  v.  38:434-55,  547-63. 
683-711;  Oct.,  Nov.,  Dec,  1903)  LC, 
NY. 

A  refutation  of  the  arguments  ad- 
vanced by  Haguet  against  government 
control. 

Milhaud,  Edgard.  Les  tarifs,  le  trafic  et 
le  materiel  des  chemins  de  fer  en 
Suisse  avant  et  apres  le  rachat.    .    .    . 

(Annales  de  la  regie  directe,  v.  3:353- 
65;  Geneva,  I9ic>-ii)     NY. 

Miiller,  Gustav.  Das  eisenbahn-rech- 
nungsgesetz  und  die  expropriations- 
initiative.  .  .  .  Zurich,  Kommissons- 
verlag  der  Griitlibuchhandlung,  1896. 
32  p.    8°.    B. 


In  favor  of  nationalization  of  Swiss 
railways. 

Oetiker,  J.  Legislation  suisse  des  che- 
mins de  fer.  Recueil  des  lois,  ordon- 
nances  et  arretes  les  plus  importants 
relatifs  aux  chemins  de  fer  suisses. 
Berne,  Newkomm  &  Zimmermann, 
1903.    X,  800  p.    8°.    JC,  LC. 

Loi  federale  concernant  I'acquisition 
et  exploitation  de  chemins  de  fer  pour 
le  compte  de  la  Confederation,  ainsi 
que  I'organisation  de  I'administration 
des  chemins  de  fer  federaux  (du  15 
octobre  1897),  p.  66-88. 

Translation  in  Vrooman's  American 
railway  problems,  p.  315-31. 

Parsons,  Frank.  Nationalization  of  rail- 
ways in  Switzerland. 

(Arena,  v.  36:577-84;  Dec.  1906)  B, 
ICC,  LC. 

Peschaud,  Marcel.  Le  bilan  du  rachat 
des  chemins  de  fer  suisses. 

(Revue  politique  et  parlementaire,  v.  78: 
57-80;  Oct.  1913)     B.  LC,  NY. 

Reprinted  in  Bulletin  du  Comite 
central  industriel  de  Belgique,  19th 
year:  1281-1304;  Dec.  1913. 

Racca,  Vittorio.  A  proposito  della  na- 
zionalizzazione  delle  ferrovie  in  Sviz- 
zcra. 

(Giorn.  degli  econ.,  ser.  2,  v.  29:  526-39; 
Roma,  1904)     LC,  NY. 

Raynaud,  L.  fitude  sur  la  nationalisa- 
tion des  chemins  de  fer  suisses.  Paris, 
A.  Rousseau,  1901.  286  p.  4°.  B, 
CornU,  HU,  NY. 

Die  Rechte  des  staats  in  eisenbahn  an- 
gelegenheiten  der  Schweiz.  Ein  bei- 
trag  zur  losung  bestehender  und  kom- 
mender  eisenbahnkonflikte.  .  .  .  Von 
einem  mitgliede  der  schweiz.  Bundes- 
versammlung.  Zurich,  E.  Riesling, 
1861.    viii,  159  P-  8°.    LC,  NY. 

Russell,  Charles  Edward.  Soldiers  of 
the  common  good.  Chapter  12.  Gov- 
ernmental peculiarities  of  a  strange 
people. 


49 


(Everybody's  magazine,  v.  14:469-82; 
April  1906)     B,  ICC,  LC. 

Government  ownership  of  railways 
in  Switzerland. 

Seiler,  O.    Ueber  die  rechtliche  natur  der 

eisenbahn-konzessionen    nach    schwei- 

zerischcm    recht.      Zurich,     Meyer    & 

Zeller,  1888.     146  p.    8^     H,  LC,  NY. 

Bibliography  :  p.  5. 

Stiimpfli,  Jakob.  Die  schweizerischen 
eisenbahnen.  Deren  betriebsiiber- 
nahme  und  riickerwerbung  durch  den 
bund.  .  .  .  Bern,  Im  selbstverlage 
des  verfassers,  1878.    68  p.    8°.    B. 

bteiger,  Jacob.  Zur  orientierung  iiber 
die  frage  der  eisenbahnverstaatlicii- 
ung  in  der  Schweiz.  Zurich,  F.  Schult- 
hess,  1897.  viii,  239  p.  12°.  B,  JC, 
NY,  Prussia. 

In  opposition  to  repurchase  of 
Swiss  railways. 

.      Same.      2.     aufl.      Zurich,    F. 

Schulthess,  1898.     viii,  239  p.     8°.     B, 
BPL.  JC,  LC.  NY.  UI. 

Stettler,  E.  Zu  gun.sten  der  eisenbahn- 
verstaatlichung.  Zurich,  C.  Schmidt, 
1898.     36  p.    8°.     NY. 

Switzerland.  Bundesrat.  Botschaft  des 
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lung  betrcflfend  den  riickkauf  der 
schweizerischen  hauptbahnen,  voni  25. 
marz  1897.  [Bern,  1897]  59  p.  8°. 
B,  ICC.  LC. 

"This  message  constituted  a  plat- 
form and  campaign  handbook  of  the 
advocates  of  public  ownership  previous 
to  the  referendum  election  in  Febru- 
ary, 1898." — Holcombe. 

Switzerland.  Bundesrat.  Recueil  des 
pieces  officielles  relatives  aux  chemins 
de  fer  suisses.  (fitabli  conformement 
au  voeu  exprime  par  le  Conseil  na- 
tional Suisse,  le  i  febrier  1853.)  Berne, 
1853-    vii,  3-359  p.    8°.     NY. 

Switzerland.  Eisenbahnkommission.  Be- 
richt  und  antrage  der  majoritat  der 
nationalrathlichen  kommission.  Bern, 
1852.    206  p.     12°.    H,  NY. 


.     Bericht  und  antrage  der  mi- 

noritat  der  nationalrathlichen  kommis- 
sion.   Bern,  1852.     loi  p.     12°.    NY. 

These  reports  were  discussions  of 
the  question  of  government  versus  pri- 
vate ownership.  The  report  of  the 
minority  was  against  state  ownership 
and  its  view  was  enacted  into  law  July 
8,  1852. 

See  also :  Exner,  W.     Studien  iiber 
die    verwaltung    des    eisenbahnwesens 
mitteleuropaischor  staaten.    Wicn,  1906, 
p.  43-61. 
See  also:  Oetiker,  J.  (above). 

Tallichet,  M.  (Director  of  the  Biblio- 
theque  universelle)  Lc  peuple  Suisse, 
doit-il    racheter   les    chemins    de    fer? 

(Bibl.  du  Musee  sociale,  v.  8456) 

On  the  repurchase  of  Swiss  rail- 
ways. 

Vrooman,  Carl  S.  Switzerland's  experi- 
ence with  government  ownership. 

(Van  Norden  magazine,  v.  17:33-48; 
Feb.  1908)    B,  ICC,  LC. 

Weissenbach,  Placid.  Der  abschluss  der 
verstaatlichung  der  hauptbahnen  und 
zehn  jahre  staatsbetrieb  in  der  Schweiz. 

(Archiv  fiir  eisenbahnwesen.  35th  year: 
815-48;  July-Aug. ;  1127-66,  Sept.-Oct. 
1912) 

Reprinted  in  the  Bulletin  of  the  In- 
ternational railway  congress  associa- 
tion,  English   ed.,   v.   27  :  830-77 ;   Oct. 

1913. 
Weissenbach,  Placid.     Die  durchfiihrung 

der  verstaatlichung  in  der  Schweiz. 
(Archiv  fiir  eisenbahnwesen,  27th  year: 

1259-1327;  Nov.-Dec.  1904;  28th  year: 

105-56;  Jan.-Feb. ;  1905) 

In  regard  to  the  repurchase  of  1898. 
Weissenbach,  Placid.     Die  cisenbahnver- 

staatlichung    in   der    Schweiz. 

Berlin,   J.    Springer,    1905.      iv.   192   p. 

8°.    B,  CU,  LC.    MIT,   NY,   Prussia, 

UW. 

Reprinted     from     the     Archiv     fiir 

eisenbahnwesen,    1898,   1904,  and  1905. 


50 


Weissenbach,    Placid.      Das    eisenbahn- 
wesen    der   Schweiz.      .     .     .      Ziirich, 
Art.   institut   Orell  Fiissli,   1913-14.     2 
V.  fold  map.     8°.     B,  LC,  Prussia. 
"Literatur"  :  v.  i,  p.  [2621-264. 


Weissenbach,  Placid.  Riickkauf  oder 
expropriation  ?  Ein  beitrag  zur  ver- 
staatlichung  der  schweizerischen  eisen- 
bahnen.  Basel,  B.  Schwabe,  1894.  58 
p.     8°.     B,  Prussia,  UW. 


UNITED  STATES 

The  following  railroads  in  the  United  States  are  or  have  been  owned  by  state  or 
city  governments  or  by  the  national  government : 

Western  Atlantic  (Georgia),  Columbia  (Pennsylvania),  North  Carolina,  Western 
North  Carolina  (North  Carolina),  Texas  state  (Texas),  Troy  and  Greenfield  rail- 
road and  Hoosac  tunnel  (Massachusetts),  Richmond,  Fredericksburg  and  Potomac 
(Virginia),  United  railways  of  New  Jersey  (New  Jersey),  Cincinnati  southern 
(City  of  Cincinnati),  Panama  railroad   (United  States  government). 


Acworth,  William  M.  The  prospects  of 
state  ownership  of  railways  in  Eng- 
land and  in  the  United  States. 
(Bulletin  of  International  railway  con- 
gress, V.  25:882-92;  Aug.  191 1 )  B, 
CU,  H,  HU,  ICC,  JC,  LC,  LSE,  UI. 

Reprinted  in  Engineering  magazine, 
V.  42:  100-03;  Oct.  191 1. 

Reprinted    by     Bureau    of    railway 
economics. 

Reprinted    in    Railway    age    gazette, 
V.  51  1876;  Nov.  3,  191 1. 

Reprinted  in  the  Railway  library, 
191 1,  Chicago,  1912.  p.  159-72,  under 
same  title.  B,  CU,  ICC,  JC,  LC,  NY, 
SU,  UC,  UP,  UW,  Y. 
Adams,  Charles  Francis,  Jr.  The  gov- 
ernment and  the  railroad  corporations. 
(North  American  review,  v.  112:31-61; 
Jan.  1871)     B,  ICC,  LC. 

.      Same.      [Reprinted.]      Boston, 

1871.    33  p.    8°.     B,  Y. 

Also  in  his  Chapters  of  Erie  and 
other  essays.  New  York,  1886.  p.  414- 
29.  B,  BPL,  ICC  (1871),  ClevePL, 
HU,  MIT. 
Allen,  W.  F.  Railways  and  nationaliza- 
tion in  the  United  States.  Apropos 
of  a  work  by  Mr.  E.  A.  Pratt. 
(Bulletin  of  the  International  railway 
congress,  v.  26:403-12;  April  1912) 
B,  CU,  H,  HU,  ICC,  JC,  LC,  UI. 


Reprinted  separately   by   Bureau  of 
railway  economics. 

Reprinted  in  part  in  Railway  news, 
April  20,  1912. 

Reprinted    in    Railway    world,    May 
17.  1912. 

Reprinted  in   Railway  library,   191 1. 
Chicago,  1912. 

Altgeld,  John  P.  Government  owner- 
ship of  the  great  monopolies  as  a  solu- 
tion of  present  problems. — Municipal 
franchises,  postal  savings  banks,  tele- 
graphs and  telephones,  railroads,  gov- 
ernment by  injunction.  Extracts  from 
an  address,  Labor  day,  Sept.  6,  1897. 
[Boston,  Democratic  state  committee, 
1897]     16  p.     8°.     BPL. 

American  shippers'  gazette  [Editorial]. 
No  government  ownership. 

(American  shippers'  gazette,  v.  2:8-9; 
Dec.  15,  1913)     B,  ICC. 

Andrews,  Edward  L.  A  federal  railroad 
system. 

(New  York  Sun,  July  29,  1907)  B,  LC, 
NY. 

Andrews,  Edward  L.  The  President's 
proposal  for  a  federal  railroad  system. 
Is  the  plan  constitutional?  (Reprinted 
in  part  from  the  New  York  Sun.) 
[1905.]     17  p.    8°.    B,  ICC,  NY. 

Also  in  Albany  law  journal,  v.  69: 
266-71 ;  Sept.  1907. 


51 


Arnold,  B.  W..  jr.  Railroads  and  the 
government. 

(Gunton's  magazine,  v.  15:  125-33;  Aug. 
1898)     B.  ICC,  LC. 

Argues  against  government  owner- 
ship in  the  United  States. 

Bancroft,  William  A.  Address  at  the 
annual  lianquet  of  the  New  England 
street  railway  club,  at  the  Hotel  Somer- 
set, Boston.  March  23,  191 1.  7  p.  16°. 
B. 
Opposed  to  government  ownership. 

Barker,  Wharton.  The  great  issue.  Re- 
prints of  some  editorials  from  the 
American,  1897 -1900.  Philadelphia, 
1902.     391  p.     12°.     B,  ICC,  JC,  LC. 

"Railroad  as  the  master,"  "Our  rail- 
roads as  oppressors  of  the  honest  and 
servitors  of  the  unscrupulous,"  "Na- 
tionalize the  railroads  or  pauperize  the 
nation,"  "Railroad  monopoly" :  p.  ^2- 
59- 

Barr,  W.  B.  Government  ownership  of 
railways.  Regulation  is  correcting  the 
evils.  The  danger  of  deception.  Po- 
litical possibilities. 

(American  shippers'  gazette,  v.  2:3-4; 
Mar.  31,  1914)    B,  ICC. 

Also  in  New  York  lumber  trade 
journal.  March  15,  1914. 

Bemis,  Edward  W.  The  iron  octopus. 
I.  Evils  of  our  railroad  .system.  II. 
How  these  evils' are  to  be  abated. 

(Cosmopolitan,  v.  2:  ^6:;-7i  ;  Feb.  1K87) 
B,  LC. 

Benson,  Allan  L.  Public  ownership  from 
the  business  standpoint. 

(Appleton's  magazine,  v.  8:601-05;  Nov. 
1906)     B,  LC. 
Favorable  to  government  ownership. 

Berry.  John  M.  Five  cent  fares  on  steam 
railroads  for  too  miles.  10  cents  to 
Albany,  25  cents  to  Washington.  \A 
folder  including  reprinted  quotations 
from  newspapers,  etc.  and  a  petition 
from  J.  M.  Berry  to  the  General  court 
of  Massachusetts  asking  that  tiic  com- 
monwealth    take     possession     of     the 


Boston  and  .\lbany  railroad.]    [Spring- 
field.  1899]     4  p.     8^     BPL,    SpgPL, 
Tufts,   WorcAS,   WorcPL. 
Beveridgc,    .Albert    I.      Supervision,    not 

ownership. 
(Reader,  v.  11:294-305;  Feb.  1908)     B, 

LC. 
A  Rig  man  for  government  ownership; 
Edward  IT.  Harriman  by  dominating 
the  transportation  lines  furnishes  the 
nationalization  of  railroads  advocates 
with  their  most  effective  argument  for 
their  policy. 
(Ridgway's,  v.  1:3-5;  Dec.  i.  1906)     B, 

LC. 
Blackstone,  T.  B.  The  danger  and  wrong 
of  e.xisting  legislation  concerning  rail- 
ways ;  a  review  of  its  results  ;  govern- 
ment ownership  of  railways  advocated, 
instead  of  the  present  public  policy. 
Chicago,  1890.    39  p.    8°.     H,  LSE. 

Reprinted  from  27th  .Annual  report 
of  the  Chicago  &  Alton  railroad,  1889. 
B. 
Brown.  William  C.  "Higher  rates  or  gov- 
ernment ownership."  Retiring  presi- 
dent of  the  New  York  Central  thinks 
end  of  private  control  of  railroads 
likely  if  Interstate  commerce  commis- 
sion does  not  decide  pending  rate  case 
in  their  favor. 
(St.    Louis    [Mo.]    Star,    Dec.   24.    1913) 

R. 
Hroun,   William  C.     W.   C.   Brown  sees 
railroad   crisis.      Predicts   government 
ownership  if  rate  case  fails. 
(Journal  of  commerce.  Dec.  9,  1913,  p.  i, 

col.  3)     B.  LC.  XV. 
Bryan.    Janus   W.     Government   owner- 
ship of  railroads  would  .save  two  mil- 
lion   dollars    a    day    to    the    American 
people. 
(Congressional    record,    v.    51:2545-57; 
Jan.  28,  1914.   Daily  ed.)    B.  ICC,  LC. 
.     Same.     Reprinted.       [Washing- 
ton,   Govt,   printing    off..    1914]      1,2   p. 
8°.     ICC. 


52 


Bryan,  William  Jennings.  Government 
ownership  of  railroads.  To  be  oper- 
ated by  the  state  rather  than  by  the 
Federal  government. 

(Municipal  journal  and  engineer,  v.  17: 
109-11;  Sept.  1904)     B,  LC. 

Bryan,  William  Jennings.  Mr.  Bryan  on 
government  ownership. 

(Railway    age,    v.    38:138-39;    July    29, 

1904) 

Full  text  of  Mr.  Bryan's  pronounce- 
ment  on   this   subject   is   in   the   Com- 
moner for  July  22,  1904. 
Editorial  comment,  p.  133. 

Bryan,  William  Jennings.  Wm.  J.  Bryan 
on  communal  ownership. 

(Freight,  v.  6:177;  Oct.,  1906)  B,  H, 
ICC,  LC,  UI. 

"Railroads    and    the     Russian    land 
question." 

Burkett,  Elmer  J.  The  protest  of  Amer- 
icanism against  government  ownership 
of  railroads.  In  The  George  Wash- 
ington University  Bulletin.  Alumni 
number.  June,  1908.  Vol.  VII,  no.  2. 
8°.  p.  13-30.  B,  CU,  ICC,  LC.  LSE. 
UW. 

Byrnes,  Timothy  E.  "Uncle  Sam  to  own 
all  roads  soon." 

(Boston  journal,  January  14,  1913)     LC. 

Car-Skaden,  Delos.  Do  American  rail- 
ways pay  ?  Decline  of  rates,  foreign 
traffic  charges,  government  ownership 
and  government  supervision.  Chicago, 
1900.    37  p.     nar.  4°.    JC,  LC,  NY. 

Cator,  T.  V.  Rescue  the  republic.  The 
necessity  and  advantages  of  national 
ownership  of  railroads  and  telegraphs. 
San  Francisco,  Citizens'  alliance,  1892. 
18  p.    8°.    BPL,  LSE,  NY. 

Chandler,  William  E.  Railroad  rate 
regulation.  Legislation  constitutional 
and  legal  questions  not  many  or  diffi- 
cult. 

(Green  bag,  v.  18:9-13;  Jan.  1906)  B, 
H,  LC. 

Through       government       ownership 
$600,000,000  annually  will  be  saved  to 


the  people,  and  to  this  form  of  owner- 
ship "no  possible  constitutional  or 
legal  objection  can  be  stated." 

Chapin,  Ben  E.  Will  history  repeat? 
"Government  ownership"  from  the 
vantage  of  one  who  was  employed  by 
a  publicly  owned  and  operated  rail- 
road. Excerpts  from  an  unpublished 
manuscript  of  Col.  William  Bender 
Wilson.     .     .     . 

(Railroad  employee,  v.  24,  no.  2:  3,  9; 
May  1914)     B. 

The  Cincinnati  southern  railway.  The 
Ferguson  railway  act,  proceedings  of 
the  citizens,  City  council  and  Superior 
court  of  Cincinnati  under  said  act. 
Cincinnati,  1869.    31  p.    8°.     B. 

Clay,  Cassius  M.  The  railway  issue, 
labor,  money,  etc.  .  .  .  Philadelphia, 
Printed  by  J.  B.  Lippincott  company, 
1891.  44  p.  8°.  B,  BowC,  CornU, 
HU,  JHU,  LC,  LU,  PrU,  UCal,  UW, 
Y. 

Clews,  Heiiry.  No  government  guaran- 
tee of  bank  deposits  and  no  ownership 
of  railroads  by  the  government.  An 
address  delivered  at  the  annual  meet- 
ing of  the  American  institute  of  bank- 
ing, Baltimore  chapter,  Baltimore,  Md., 
Oct.  13,  1908.  [New  York?  1908]  14 
p.  8°.  APS,  B,  HU.  ICC,  LC,  LSE,  NY. 

Cook,  William  W.  A  governmental  rail- 
road holding  company. 

(North  American  review,  v.  187:886-97; 
June  1908)     LC. 

Cook.  William  W.  How  to  stop  gov- 
ernment ownership. 

(Harper's  weekly,  v.  38:  21;  Apr.  4, 
1914)     B,  LC 

Separately  printed  under  the  title : 
Safer  than  government  ownership." 
n.  p.  n.  d.    8  p.    8°.     B. 

Cook,  William  W.  Industrial  democ- 
racy or  monopoly?  A  new  plan  for 
the  public  ownership  of  our  railroads. 
.  .  .  An  article  printed  in  McClure's 
magazine.  January,  1912,  with  appen- 
dix.    [New  York?  1912]     36p.    8".    B. 


53 


Cowles,  James  Lewis.  Equality  of  op- 
portunity :  how  can  we  secure  it?  Con- 
sidering the  making  of  the  railways, 
tramways,  telegraph  and  telephone  sys- 
tems of  the  country,  free  to  the  use  of 
the  whole  people  in  their  ordinary 
transactions  and  supporting  these  great 
public  works  by  the  ordinary  forms  of 
taxation. 

(Arena,  v.  13:80-94;  Dec.  1895)     LC. 

Cowles,  James  Lewis.  A  general  freight 
and  passenger  post ;  a  practical  solu- 
tion of  the  railroad  problem.  New 
York  |ctc.  ]  G.  P.  Putnam's  sons,  1896. 
xii  p.,  I  1.,  155  p.  8°.  [Questions  of 
the  day,  no.  89]  B,  ClevePL,  CU,  HU, 
ICC,  JC  LibCo,  LC,  UW,  Y. 

.     Saute.     2(1  ed.  rev.     New  York, 

1897.     ICC,  IrvdSL. 

.     Same.    3d  ed.  enl.     New  York, 


1898.     23,  312  p.     CU,  HU,  UW. 

.     Same.     3d   ed.   rev.,   enl.     New 


York,  London,   1902.     2,^,  7ii2  p.     ICC, 
JC,  LC,  UCal. 
.     Same.     1905.     ClevePL,  CornU, 


ICC,  UM. 

Curtis,  George  Ticknor.  The  ownership 
of  railroad  property. 

(North  .American  review,  v.  132:345-55; 
April  1881)     B,  HU,  LC. 

Davis,  C.  Wood.  Should  the  nation  own 
the  railways?  Part  i.  Objections  to 
national  ownership  considered.  Part 
2.  The  advantages  of  national  owner- 
ship. 

(Arena,  v.  4:152-59,  273-92;  Jul.-Aug. 
1891)     B,  LC. 

Reprinted  iti  Industrial  freedom, 
Boston,  1892,  p.  36-63.  B,  BPL,  LC, 
LSE.  NY. 

Davis,  John,  and  Stockwell.  L.  .\.     Pub- 
lic   ownership    of    railroads. 
[Girard,  Kan..  1898I     96  p.     8°.     LC, 
NY. 

Contents:  An  investigation  into  the 
public  ownership  of  railroatls,  by  John 
Davis. — Public  ownership  of  railroads. 


What  benefit  would  accrue?    By  L.  A. 
Stockwell. 

Dewsnup,  Ernest  R.  The  state  in  rela- 
tion to  railways  in  the  L'nited  States. 
Ill  Acworth,  William  Mitchell,  and 
others.  The  State  in  relation  to  rail- 
ways.    W'estminster,   1912. 

For  location  see  Acworth,  General 
section. 

Dodge,  Louis  A.  Public  belt  railroad 
of  New  Orleans. 

(American  city,  v.  5:328-31;  Dec.  1911) 
B.  LC. 

"The  only  road  in  the  United  States 
dedicated  to  perpetual  public  uses  as  a 
belt  line  system,  built  by  public  money 
and  operated  by  public  officials." 

Eggleston,  W.  G.  Oregon  railroad 
amendment. 

(Public,  Oct.  21,  1910;  994-95) 

A  proposed  amendment  to  the  con- 
stitution authorizing  the  purchase  or 
construction  of  railroads  by  the  state, 
counties  or  municipalities. 

Engineering  news  [Editorial].  An  ad- 
mirable opportunity  to  experiment  in 
state  railway  ownership.  [Rhode  Isl- 
and and  the  extension  of  the  Grand 
Trunk  railway  to  Providence.] 

(Engineering  news,  v.  69:791-92;  Apr. 
17,  1913)     B,  ICC,  LC.  NY. 

Esch,  John  J.  Is  government  ownership 
in  sight? 

(Railway  age  gazette,  v.  56:9-10;  Jan. 
2,  1914) 

Evans,  Arthur  M.  First  railway  venture 
just  75  years  ago  disastrous  to  Illinois. 

(Chicago  Record-Herald,  Feb.  27,  1912, 
p.  6)     B.  JC,  LC. 

Reprinted  under  title:  "Big  railway 
venture  disastrous  to  state,"  in  Kanka- 
kee Gazette,  .\ug.  31,  19 12. 
l*"arrar,  Edgar  Howard.  The  post-road 
power  in  the  federal  constitution  and 
its  availability  for  creating  a  system 
of  federal  transportation  corporations, 
n.  p..  1907.  38  p.  8°.  B.  ICC,  JC, 
LC,  NY. 


54 


Ferguson,  Edward  A.  Founding  of  the 
Cincinnati  southern  railway  with  an 
autobiographical  sketch.  Cincinnati, 
The  Robert  Clarke  co.,  1905.  vi,  163 
p.  front,  (port.)  8°.  B,  BrU,  ICC. 
LC. 

Finty,  Tom.  Future  of  our  railway  sys- 
tem. Big  corporation  lawyer  for  na- 
tionalization, r'ather  than  government 
ownership.  Has  holding  company 
idea. 

(Galveston  [Tex.]  news,  Jan.  3,  1912) 
B,  LC. 

Gallagher,  Augustine.  The  carrier  crisis  ; 
plain  spoken  treatment  of  the  govern- 
ment ownership  of  railroads  issue — 
the  canal  a  commercial  liberator. 
'  Columbus,  F.  J.  Heer,  1907.  91  p. 
12°.     B,  ICC.  JC,  LC,  UI. 

Gibbons,  James,  Cardinal.  Cardinal  raps 
ownership  by  government.  Fight 
against  Socialism  takes  another  turn 
when  Gibbons  makes  statement.  Trusts 
are  necessary.     .     .     . 

(Washington  Herald,  Sept.  4,  1912)     B, 

LC. 
\Giddings,    Franklin    H.      The    railroads 

'  and  the  state. 

(Chautauquan,  v.  10:413-17;  Jan.  1890) 
B,  LC. 

Believes  that  railroads  in  the  United 
States  will  not  be  owned  by  the  gov- 
ernment. 

Gordon,  F.  G.  R.  Government  owner- 
ship of  railways.  Chicago,  1898.  32 
p.  12°.  BPL,  CU,  ICC,  JC,  LSE. 
NHSL,  NY,  UW,  Y. 

Gordon,  J.  A.  Nationalizing  the  rail- 
roads. 

(Case  and  comment,  v.  18:530-35;  Feb. 
1912)     LC. 

Government  ownership  and  railway  em- 
ployees. 

(Santa  Fe  employees'  magazine,  v.  5: 
81-82;  June  191 1 )     B,  LC. 

Reprint  of  an  editorial  in  the  Rail- 
way record. 


Government  ownership  expensive.  Santa 
Fe  official  [J.  F.  Jarrell]  enlightens 
students  on  subject. 

(Railway  record,  v.  4:3;  July  13,  1912) 
B,  ICC,  LC. 

Government  ownership  perilous  and  un- 
necessary. 

(Journal  of  commerce,  Dec.  13,  1913,  p.  4, 
col.  4-5)     B,  LC,  NY. 

Reprinted     from     the     Philadelphia 
Public  ledger. 

Greene,  Thomas  L.  Federal  ownership 
of  railways. 

(Nation,  v.  51:205-06;  Sept.  11,  1890) 
B.  HU,  LC,  NY. 

Gruhl,  Edwin  F.,  and  Robinson,  Edgar 
E.  Is  railroad  rate-regulation  a  step 
to  government  ownership  ? 

(Arena,  v.  36:622-26;  Dec.  1906)  B, 
ICC,  LC,  NY. 

Hadley,  Arthur  T.  Difficulties  of  rail- 
road regulation. 

(Popular  science  monthly,  v.  29:1-11; 
May  1886)     B,  LC. 

Discusses    the    possibility    of    state 
ownership  in  the  United  States. 

Hadley,  Arthur  T.  The  government  and 
the  railroads. 

(Youth's  companion,  April  18,  1912,  p. 
205-06)     B,  LC,  BPL. 

Reprinted  separately   by   Bureau  of 
railway  economics. 

Haines,  Henry  S.  Restrictive  railway 
legislation.  New  York,  1905.  vii,  582 
p.  B,  BPL,  ClevePL,  CornU,  CU,  H, 
HU,  ICC,  IndSL,  JC.(x,  355  P-).  JHU. 
LC,  LU,  MIT,  NHSL,  NY,  Prussia, 
UCal,  UC,  UI,  UM,  UP,  Y. 

Government  ownership  in  the  United 
States:  p.  3I3-I9- 

The  author  believes  in  private  own- 
ership  under  government   supervision. 

Hambleton  and  company.  Federal  own- 
ership of  railroads?  Baltimore,  Jan.  2, 
1914.     4  p.     8°.     B. 

Hampton's  magazine  [Editorial].  The 
government  and  the  railroads. 


55 


(Hampton's  magazine,  v.  26:265-66; 
Feb.  191 1)     B.  LC. 

Haney,  Lewis  Henry.  ...  A  con- 
gressional history  of  railways  in  the 
United  States  to  1850.  .  .  .  Madi- 
son, Wis.,  1908.  2y2,  P-  incl.  maps, 
tables,  fold.  tab.  235/j  cm.  (Bulletin 
of  the  University  of  Wisconsin,  no. 
211.  Economics  and  political  science 
series,  vol.  3,  no.  2)  B,  BPL, 
ClevePL,  CtSL,  CU,  ICC,  IndSL.  JC, 
LC,  MIT,  UCal,  UC,  UI,  UM.  UP, 
UW.  Y. 

Contains  mention  of  early  projects 
for  governnuMit  ownership  in  the 
LInited  States. 

Hardesty,  Jesse.  The  mother  of  trusts ; 
railroads  and  their  relation  to  "the 
man  with  the  plow."  Kansas  City,  Mo., 
Hudson-Kimberly  pub.  co.,  1899.  262 
p.  12°.  B,  BPL.  HU,  ICC,  JC,  LC, 
NY,  UI,  UM,  UW. 

Advocates  ownership  by  the  several 
states. 

Harrison,  Fairfax.  Government  owner- 
ship of  the  railways  as  unnecessary  as 
it  is  undesirable.  An  address  before 
the  Conference  on  southern  problems 
at  the  University  of  the  South,  Se- 
wanee,  Tenn.,  Aug.  i,  191 1.  13  p.  8°. 
B,  CU,  ICC,  JC,  LC,  LU,  NY,  UT. 
Extracts  reprinted  separately  by  Bu- 
reau of  railway  economics. 

Reprinted  in  Railway  age  gazette, 
Aug.  4,  191 1. 

Has  the  campaign  for  federal  ownership 
begun  ? 

(Baltimore  news,  June  i,  1902)     LC. 

Hill,  J.  Garrett.  Uncle  Sam's  freight 
cars.    When  and  where  you  need  them. 

(Everybody's  magazine,  v.  29:414-16; 
Sept.  1913)     H,  LC. 

An  argument  in  favor  of  govern- 
ment ownership  of  railway  freight 
equipment. 

Hollander,  Jacob  Harry.  .  .  .  The 
Cincinnati  southern  railway :  a  study 
in  municipal  activity.     In  Johns  Hop- 


kins universty  studies  in  historical  and 
political  science.  Baltimore,  1894. 
2A,Vi  cm.  1 2th  scr.,  i,  p.  [7]-96.  B, 
BPL,  H,  HU,  ICC,  JC.  JHU,  LibCo. 
LC,  Tufts.  UI,  UP,  UW,  Y. 

Bibliography  of  works  on  the  Cin- 
cinnati southern  railway :  p.  94-96. 

Horner,  John  M.  National  finance  and 
public  money;  settling  the  money  ques- 
tion; government  ownership  of  rail- 
roads and  telegraphs,  by  J.  M.  Horner; 
and  personal  history  of  the  author. 
Honolulu,  H.  I.,  Hawaiian  gazette  co. 
print.,  1898.  279  p.  2  ports.  8°.  LC, 
NY. 

Howes,  Osborne,  Jr.  Government  mo- 
nopoly vs.  private  competition. 

(Quarterly  journal  of  economics,  v.  2: 
353-61 ;  April  1888)  B,  HU,  JC,  LC, 
NY. 

Hudson,  James  I*'.  The  railways  and  the 
republic.  New  York,  Harpers,  1886. 
489  p.  8°.  B,  BowC,  BrU,  ClevePL. 
CU,  CtSL.  H.  HF&S,  HU,  ICC,  JC, 
JHU,  LC,  MIT,  NJSL,  NY.  PrU, 
Prussia,  StLPL.  TrentPL.  UCal,  UL 
UM,  UP,  UW,  Y. 
"Discussion  of  remedies":  p.  316-67. 
Treats  of  government  ownership  as 
one  alternative. 

.\  reply  to  this  was  made  by  Apple- 
ton  Morgan,  q.  v. 

.  Same.  2d  ed.  New  York.  Har- 
pers, 1887.    497  p.    8".     ICC,  IndSL. 

.    Same.    3d  ed.  New  York,  Har- 


pers,  1889.     532  p.     8°.     JC,  LC,  SU. 

Independent  [Editorial].  Mr.  Bryan  on 
railroads. 

(Independent,  v.  61:588-89;  Sept.  6, 
1906)     B.  ICC,  LC. 

Comment  on  Mr.  Bryan's  proposal 
for  government  ownership  of  railroads 
where  competition  is  impossible. 

Jaros.  Samuel.  How  the  public  can  own 
and  control  new  railroads ;  by  public 
ownership  and  governmental  super- 
vision. New  York,  Jaros  co.,  1908. 
27  p.    8°.    B,  ICC,  LC,  NY. 


56 


Johnson,  Emory  R.  American  railway 
transportation.  New  York,  Appleton, 
1903.    xvi,  434  p.    8°. 

.    Same.    Rev.  ed.,  1904. 

.    Same.    2d  rev.  ed.,  igio8. 

This  work  in  one  or  another  of  tliese 
editions  is  in  most  libraries. 

Relations  of  the  railways  to  the  state 
in  the  United  Kingdom,  France,  Ger- 
many, and  Italy  :  p.  322-48. 

Johnson,  John  Martin.  The  magnate  or 
the  people ;  or.  Lowest  instead  of  high- 
est railroad  rates  in  the  world.  Mil- 
waukee, Wis.,  Martin  pub.  co.,  1913. 
4  p.,  1-,  5-307  p.    8°.    B,  LC,  NY. 

Believes  that  public  ownership  of 
our  railroads  means  vastly  improved 
economic  conditions,  purer  political 
conditions,  etc. 

Journal  of  commerce  [Editorial].  A 
dangerous  drift  for  railroads  [toward 
government   ownership]. 

(Journal  of  commerce,  Nov.  20,  1913,  p. 
4,  col.  I)     B,  LC,  NY. 

Journal  of  commerce  [Editorial].  Gov- 
ernment and  the  railroads. 

(Journal  of  commerce,  Oct.  2,  1913,  p.  4, 
col.  1-2)     B,  LC,  NY. 

Journal  of  commerce  [Editorial].  Rate 
problem  and  government  ownership. 

(Journal  of  commerce,  Dec.  18,  1913,  p. 
4.  col.  I )     B,  LC,  NY. 

Journal  of  commerce  [Editorial].  The 
threat  of  public  ownership. 

(Journal  of  commerce,  Jan.  3,  1913,  p.  4, 
col.  2)     B,  LC,  NY. 

Kenna,  Edward  Dudley.  Railway  mis- 
rule. .  .  .  New  York,  Duffield  & 
CO.,  1914.  163  p.  fold.  tab.  12°.  B, 
ICCLC. 

Bibliography :   i  1.  at  end. 
"Government  ownership" :  p.  125-57. 
The  author  considers  eventual  own- 
ership of  the  railways  by  the  govern- 
ment of  the  United  States  as  not  im- 
probable and  not  to  be  dreaded. 

Kennedy,  James.  Government  regula- 
tion or  government  possession  of  rail- 


roads, one  or  the  other  is  inevitable. 
Which  shall  we  have  ?  Speech  in  the 
House  of  representatives,  Tuesday, 
Dec.  20,  1910.  Washington  1910.  21 
p.    8°.     B,  ICC. 

Kenyon,  William  S.  Movement  for 
U.  S.  ownership  of  railroads.  Senator 
Kenyon  said  to  have  amassed  data  in 
support  of  government  taking  over 
lines.  Would  add  $19,000,000,000  to 
public  debt. 

(American  shippers'  gazette,  v.  2:3-4; 
Dec.  15,  1913)     B,  ICC,  LC. 

Kerr,  Harry  D.  If  the  people  could 
own  what  they  use. 

(Oriental  reviews  v.  3:527-35;  June 
1913)     B,  LC. 

Keys,  C.  M.  State  ownership  of  rail- 
roads in  Missouri  and  Pennsylvania. 
Six  failures  with  a  loss  of  $25,000,000 
in  Missouri,  with  one  success.  Penn- 
sylvania's unhappy  experience  with 
graft  and  political  discrimination. 

(World's  work,  v.  13:8333-37;  Dec. 
1906)     B,  ICC,  LC,  NY. 

Extracts     reprinted     separately     by 
Bureau  of  railway  economics. 

Reprinted  in  part  in  State  topics,  v. 
4:  lo-ii;  Aug.  9,  1913. 

Kindelan,  Joseph.  An  argument  against 
government  ownership  of  the  railroads 
of  the  U.  S.  .  .  .  Mitchell,  S.  D. 
[1891].     1 18  p.     12°.    JC,  LC. 

Knapp,  Martin  A.  Ck)vernment  owner- 
ship of  railroads.  In  Annals  of  the 
American  academy  of  political  and 
social  science,  v.  19,  no.  i,  p.  61-73; 
Jan.  1902.  Also  in  La  Follete's  Mak- 
ing of  America.  Chicago,  1906.  Vol. 
4,  P-  355-66.     IndSL.  LC. 

.  Sa)iic.  Reprinted.  [Washing- 
ton, 1905]  15  P-  8°.  B,  ClevePL, 
ICC,  LC,  LSE,  UW. 

Extracts     reprinted     separately     by 
Bureau  of  railway  economics. 

Knapp,  Martin  A.  Roads  face  crisis. 
Judge  Knapp  predicts  it  will  come 
within  generation.     Address  in  Phila- 


.1/ 


dclphia.  It  rate  regulation  fails,  gov- 
ernment ownership  only  alternative. 
Must  pay  larger  wages.    .    .    . 

(Washington  Star,  Nov.  ib,  igii)  B, 
LC. 

La  Bach,  Paul  M.  Probable  results  of 
government  ownership. 

(Railway  age  gazette,  v.  55:  IJ14;  Doc. 
26,  1913) 

La  Follette,  Robert   M.     The  next  step. 

(La  Follette's  weekly,  v.  5:  1-3;  May  31. 
1913)     B,  ICC,  LC. 

Larrabee.  William.  The  railroad  ques- 
tion ;  a  historical  and  practical  treatise 
on  railroads,  and  remedies  for  their 
abuses.  Chicago,  Schulto  pub.  co., 
1893.  488  p.  12°.  B  (1893,  1898), 
BPL,  BowC,  ClevePL,  CU,  CtSL,  H, 
HU,  IndSL,  ICC  (1893,  1898),  JC,  Lib 
Co,  LC  (1893,  1898,  1906),  MeSL 
1898),  MIT,  Prussia,  UCal,  UC,  UI 
(1898),  UM,  UP. 
"Remedies" :  p.  388-457. 

Leary,  John.  Ocean  to  ocean,  a  great 
national  highway.  (A  criticism  of 
Secretary  Shaw's  opposition  to  gov- 
ernment ownership  of  railways.  New 
York,  1906 1     16  p.    8°.     NY. 

Lewis,  David  J.  Railway  nationaliza- 
tion. Argument  .  .  .  upon  the  sub- 
ject of  the  purchase  and  operation  of 
railways  by  the  United  States.  [Wash- 
ington, 1900I  82  p.  8°.  (56th  Cong., 
1st  sess.  Senate.  Doc.  53)  B.  TCC, 
LSE. 

Lewis,  George  H.  Governmental  con- 
trol and  ownership  of  railways.  .  .  . 
A  lecture  given  at  Drake  University, 
Tuesday,  March  3,  1891.  Des  Moines, 
1891.     ?,7  p.    8°.     B,  LSE,  Y. 

Lewis,  George  II.  National  consolida- 
tion of  the  railways  of  the  I'nited 
States.  New  York,  Dodd,  Mead  and 
CO.,  1893.  326  p.  12°.  B,  BPL,  Cleve 
PL,  CU,  H,  HU.  IndSL,  ICC,  JC,  Lib 
Co,  LC,  MeSL,  NY,  PrU,  Rgy,  StLPL. 
SU.  UI,  UM,  UP,  UW,  Y. 


Lewis.  George  11.  National  ownership 
of  the  consolidated  railways  of  the 
U.  S.  .  .  .  Chicago,  i8gi.  16  p. 
I2^     B,  ICC. 

Reprinted  from  the  Railway  review, 
-\ug.  12  and  29,  1891. 

Logan,  R.  S.  The  railway  problem  from 
the  view  point  of  both  capital  and 
labor,  n.  p.,  1900.  15  p.  16°.  LC, 
NY. 

Loucks,    H.    L.      Govermnent   ownership 
of   railroads   and    telegraph,   as    advo- 
cated  by   the    National    farmers'    alli- 
ance   and    industrial    union. 
Huron,  S.  D.,  1893.     122  p.    8°.     B. 

Mann.  Eugene  D.  Shall  the  govennnent 
own  our  railways?  New  York  [1894]. 
16  p.     12°.     H,  ICC,  LSE. 

Mason.  J.  W.  Govcrnnunt  ownership 
of  railroads. 

(American  journal  of  politics,  v.  2:355- 
75;  Apr.   1893)     B,  LC,  LSE. 

Mellen,  Charles  Sanger.  Government 
ownership  of  railroads  coming. 

(American  shippers'  gazette,  v.  2:15; 
Nov.  15,  1913)     B,  ICC. 

Miller,  Darius.  Government  ownership 
of  American  railways. 

(Railway  and  marine  news,  v.  12:24- 
26;  Mar.  1914)     B,  LC. 

Miller.  Darius.  The  r:iilroad  answer  to 
Mr.   Barber. 

(Pearson's  magazine,  v.  28:74-83;  Aug. 

1912)  B,  LC. 

.Miller.  Jay  D.  Finance  and  transporta- 
tion :  a  practical  solution  of  the  finan- 
cial ;ind  transportation  problems.  .  .  . 
Oak  Park,  III..  i8<^^.  q6  p.  16°.  B, 
ICC,  I'C. 

Montgomery,  Harry  Earl.  Government 
ownership  unnecessary. 

(Moody's  magazine,  v.  4:143-45;  July 
1907)'    B,  HU,  ICC,  JC,  LC,  NY. 

Moody's  magazine  [Editorial].  Govern- 
ment ownership  |iif  the  railways]. 

(Moody's    magazine,    v.     16:252;    Dec, 

1913)  B,  HU,  ICC,  JC,  LC,  NY. 


58 


Morgan,  Appleton.  Tlie  people  and  the 
railways.  New  York  and  Chicago, 
Belford,  Clarke  &  co.,  1888.  245  p. 
8°.  B,  ClevePL,  CU,  CornU,  H,  ICC, 
JC,  LC,  UCal,  UC,  UW. 

"A  government  control  of  railways — 
what  it  would  mean" :  p.  169-82.  A 
reply  to  Hudson,  J.  F.,  (7.  v. 

Morrow,  James  B.  Judge  Prouty  says 
Uncle  Sam  could  operate  our  railroads 
with  advantage  to  public.     .     .    •. 

(New  York  Tribune,  April  23,  191 1)  B, 
ICC,  LC,  NY. 

Nation  [Editorial].  Mr.  Taft  and  gov- 
ernment ownership  of  railways. 

(Nation,  v.  95:397;  Oct.  31,  1912)  B, 
JC,  LC,  NY. 

National  board  of  trade.  National 
freight  railway.  [Debate.]  In  its  Pro- 
ceedings of  2d  annual  meeting,  Dec. 
1869.     p.  117-23.     B,  ICC,  LC. 

National  convention  of  railroad  commis- 
sioners. Resolution  presented  by  A. 
K.  Teisberg  asking  for  valuation  of 
railways  of  the  United  States  with  a 
view  to  ultimate  ownership  by  the 
government,  with  discussion.  In  its 
Proceedings.  Washington,  1895.  P- 
34-35.  B,  CU,  H,  HU,  ICC,  JHU,  LC. 
LSE,  NY,  UC,  UI,  UM,  UP,  UW,  Y. 

National  convention  of  railroad  commis- 
sioners. Report  of  committee  (and 
minority  report)  on  government  own- 
ership, control  and  regulation  of  rail- 
ways. /;;  its  Proceedings.  Washing- 
ton, 1896.  p.  66-82.  B,  CU,  HU,  ICC, 
JHU,  LC,  LSE,  NY,  UC,  UI.  UM. 
UP,  UW,  Y. 

The  report  is  signed  by  A.  K.  Teis- 
berg, Isaac  B.  Brown,  and  Olin  Mer- 
rill, and  is  followed  by  a  minority  re- 
port signed  by  S.  O.  Wilson. 

New  Orleans.  Public  belt  railroad  com- 
mission. The  key  to  the  commercial 
situation.  A  publicly  owned  and  pub- 
licly operated  belt  railroad.  New  Or- 
leans, La.  [1905].     48  p.     8°.     B,  LC. 


New  York  Sun  [Editorial].  Federal 
railroad  management. 

(New  York  Sun,  Feb.  14,  1912)  B,  LC, 
NY. 

Reprinted  as  Bureau  of  railway  eco- 
nomics leaflet  no.  14. 

Newlands,  Francis  G.  Commonsense  of 
the  railroad  question. 

(North  American  review,  v.  180:576- 
85;  April  1905)     B,  LC. 

"National  ownership  can,  in  my 
judgment,  be  met  successfully  only  by 
a  policy  of  national  incorporation  and 
control." 

.    Same.    Reprinted.     [New  York, 

1905]     12  p.     12°.    B,  ICC. 

Newlands,  Francis  G.  Regulation  of 
railroad  rates — national  incorporation 
of  railroads  —  national  ownership  of 
railroads.  Speech  in  the  Senate  of  the 
U.  S.,  April  4  and  5,  1906.  Washing- 
ton, 1906.    60  p.    S°.    B,  ICC,  LC,  Y. 

Nimmo,  Joseph,  Jr.  Government  own- 
ership the  alternative  of  governmental 
rate-making.  The  impracticability  and 
revolutionary  character  of  the  entire 
scheme.  Washington,  D.  C,  1905. 
18  p.    8°.    B.  ICC,  LC,  LSE,  NY,  Y. 

Nimmo,  Joseph,  Jr.  The  railroad  prob- 
lem :  the  impracticability  of  govern- 
mental ownership  and  control  of  rail- 
roads in  the  U.  S.  as  proved  by  facts 
of  history.  New  York,  1891.  8  p. 
8°.     B.  CU,  H,  ICC,  LSE,  UP,  Y. 

Noyes,  Theodore  W.  Railroad  control 
by  government. 

(Washington  [D.  C]  Star,  May  3,  1913) 
B,  LC. 

Parsons,  Frank.  The  heart  of  the  rail- 
road problem ;  the  history  of  railway 
discrimination  in  the  United  States, 
the  chief  efforts  at  control  and  the 
remedies  proposed,  with  hints  from 
other  countries.  .  .  .  Boston,  Little, 
Brown,  and  company,  1906.  viii,  364 
p.,  I  1.  8°.  B,  BPL,  BowC,  BrU, 
ClevePL,  CU,  CornU,  HU,  ICC, 
IndSL,  JC,   LibCo,   LC,    MeSL,   PrU, 


59 


Rg>',  UCal,  UI.  UM.  UP,  UT,  U\V,  Y. 

Reviewed   in   Arena,   v.   35  :  658-64 ; 

June  1906. 

Parsons,  Frank.     National  ownership  of 

the    railroads.      Chicago,    1900.      4    p. 

(Social     reform     union     of     Chicago. 

Publications,  vol.  2,  no.  5 )    HU,  LSE. 

Parsons,  Frank.     The  public  ownership 

of     monopolies.     Philadelphia     [1894] 

25    p.     8°.      B,    BPL    {also   6th    ed., 

1896?). 

.    Sa»ic.    Boston,  New  nation  pub 

CO.  (1894].    4.  28  p.    12°. 
Patterson,    George     Stuart.      Railroads' 
position  concerning  the    Pennsylvania 
public     utilities     bill.        [Philadelphia, 
March  19,  1913]     B. 
3  sheets  printed  on  one  side. 
The    result   of  too   much    restrictive 
legislation     of      railways      would      be 
ownership  by  the  government. 
Patterson,  Thomas  M.  Government  own- 
ership   of    railroads.      Speech    in    the 
Senate,  February  27,  1907. 
(Congressional  record,  v.  41,  pt.  5:  4075- 

86;  Feb.  27,  1907)    B,  ICC.  LC. 
.    Same.     [Reprinted.]     Washing- 
ton,  1907.     36  p.     8°.     ICC,  LC. 
Perkins,  J.  C.     Why  the  farmers  of  this 
country    should    require   the    railroads 
of    this    country    to    be    nationalized, 
n.  p..  n.  d.    9  p.    8°.     Y. 
Petersl)urg    [Va.]     Index  -  appeal     [Edi- 
torial].   Government  ownership. 
(Petersburg  Index-appeal,  Nov.  14,  1913) 

B. 
Phillips,  John    Burton.     Possibilities  of 

government  railroad  control. 
(Arena,   v.   34:458-61;    Nov.    1905)     B, 

ICC,  LC. 
Powderly,  T.  \'.    Government  ownership 

of  railroads. 
(Arena,  v.  7  :  58-63  ;    Dec.  1892)     B,  ICC. 

LSE. 
Powell.  Fred  Wilbur.    Two  experiments 
in  public  ownership  of  steam  railroads. 
Boston,   1908.     138-50  p.     8°.     ASCE, 
B.  LC,  LSE,  NY. 


Reprinted  from  the  Quarterly  jour- 
nal of   economics,  v.  22'-  137-50;   Nov. 
1908. 
Prouty,   Charles   A.      Address    [on   gov- 
ernment  regulation  and  ownership  of 
railroads].    In  Proceedings  at  the  din- 
ner of  the  Baltimore  chamber  of  com- 
merce, March  10,  191 1.     B,  ICC. 
Prouty,  Charles  A.     National  regulation 
of    railways,     ht    American    economic 
association.      Publications.     3d   series, 
V.  4.  no.  4:  71-83 :  1903.    B.  ICC.  JC.  LC. 
The  Public  highways.   New  York.  Henry 
Laurens,  publisher,  CI906.    32  p.     nar. 
8°.     B,  LC. 

Contents  :  Private  ownership,  and  its 
eflfects ;  Vital  nature  of  public  high- 
ways; Iniquity  of  private  ownership; 
Public  ownership  the  only  remedy ; 
Objections  to  public  ownership. 
Public  ownership  of  natural  monopolies. 
(Arena,    v    36:653-56;    Dec.    1906)     B, 

ICC,  LC. 
Public  or  private  railroad  ownership. 
(Gunton's     magazine,     v.     24:252-55; 

March  1903)  B,  ICC,  LC. 
Quincy,  Josiah.  Public  interest  and  pri- 
vate monopoly.  An  address  delivered 
before  the  Boston  Board  of  trade, 
October  16,  1867.  Boston,  J.  H.  East- 
burn,  1867.  15  P-  8°.  CU,  ICC,  LC. 
NY,  UI,  Y. 
Railroad    employee    [Editorial].      State 

ownership. 
(Railroad    employee,    v.    22:8-9;     Dec. 

1912)  B,  ICC. 
Railroads  and  their  relations  to  the  pub- 
lic. Should  they  be  owned  by  the 
state?  Owned  by  individuals,  should 
their  earnings  be  fixed  by  the  state? 
A  colloquy  between  a  farmer,  a  gov- 
ernment official,  and  a  railroad  super- 
intendent. .  .  .  Chicago,  J.  J.  Spald- 
ing &  CO.,  1875.  iv,  |5]-36  p.  8°.  B. 
BPL.  LC.  MassHS,  WorcPL. 
Railway  age  gazette  [Editorial].  The 
agitation  for  government  ownership  of 
railways. 


6o 


Railway  age  gazette  [Editorial].  The 
discussion   of   government    ownership. 

(Railway  age  gazette,  v.  55:1110-11; 
Dec.  12,  1913) 

Railway  age  gazette  [Editorial].  Jug- 
gling railway  statistics. 

(Railway    age    gazette,    v.     55:853-54; 

Nov.  7.  1913) 

Comment  on  the  government  owner- 
ship statistics  used  by  Clifford  Thorne. 

Railway  age  gazette  [Editorial].  Mr. 
Thorne  and  Senator  Kenyon  on  gov- 
ernment ownership. 

(Railway  age  gazette,  v.  56:  153-54;  Jan- 

23,  1914) 
Railway  age  gazette  [Editorial].     When 

doctors  disagree. 
(Railway  age  gazette,    v.   56:410;    Feb. 

27,  1914) 

Comment  on  the  statistics  used  by 
Mr.  Prouty  and  Mr.  Thorne,  in  their 
arguments  for  and  against  government 
ownership. 

Railway  and  engineering  review  [Edi- 
torial]. Government  -  owned  freight 
cars. 

(Railway  and  engineering  review,  v.  53: 
870-71;  Sept.  13,  1913)  B,  H,  HU, 
ICC,  JC,  LC,  NY,  UC,  UI,  UM,  UP,  Y. 

Railway  and  engineering  review  [Edi- 
torial]. Government  ownership  of 
postal  cars. 

(Railway  and  engineering  review,  v.  53: 
1152-53;  Dec.  13,  1913)  B,  H,  HU, 
ICC,  JC,  LC,  NY,  UC,  UT,  UM,  UP, 
Y. 

Railway  and  marine  news  [Editorial]. 
Government  ownership. 

(Railway  and  marine  news,  v.  12:20; 
Mar.  1914)     B. 

The  Railway  economy  of  the  future, 
n.  p.  [1872I     8  p.    8°.     B. 

Signed  "Engineer"  Alabama,  Jan- 
uary I,  1872. 

Advocates  government  ownership  of 
railroads  in  the  United  States. 

Railway  record  [Editorial].  Govern- 
ment ownership  not  approved. 


(Railway  record,  v.  4:2;  July  6,  1912) 
B,  ICC,  LC. 

The  Railways  and  the  possibility  of  gov- 
ernment ownership. 

(Santa  Fe  magazine,  v.  8:43;  January 
1914)     B,LC. 

Reprinted      from     the     San     Diego 
Union. 

Rankin,  George  A.  American  transpor- 
tation system.  New  York  and  Lon- 
don, G.  P.  Putnam's  sons,  1909,  xv, 
464  p.  8°.  B,  ClevePL,  CU.  CornU, 
H,  HU,  ICC,  JC,  JHU,  LC,  NY,  UCal, 
UI,  UM,  UP,  UW,  Y. 

The  proposed  plan  and  government 
ownership  :  p.  368-72. 

Ray,  Charles  F.  What  government  own- 
ership would  mean  to  you  and  me. 
Address  delivered  at  the  silver  anni- 
versary of  the  Brotherhood  of  railroad 
trainmen  at  East  Syracuse,  N.  Y., 
Tuesday,  Sept.  29,  1908.  [New  York, 
1908.]     8  p.     nar.  8°.     ICC. 

Ray  nor,  Isidor.  Why  government  own- 
ership of  railroads  is  not  to  be  thought 
of. 

(Leslie's  weekly,  v.  103:326;  Oct.  4, 
1906)     B,  LC. 

Rea,  Samuel.  President  Rea  doubts  suc- 
cess of  government  ownership. 

(Wall  street  journal,  Nov.  14,  1913.  P-  7» 
col.  3)     B,  ICC,  LC,  NY. 

Reagan,  John  H.  J.  H.  Reagan  on  gov- 
ernment ownership.  Extract  from  a 
letter  addressed  to  Congressman  Kle- 
berg of  Texas. 

(Railway  age,  v.  25:  75-76;  Feb.  4.  1898) 

Reece,  Benjamin.  Why  the  states  should 
not  own  the  railroads. 

(Engineering  magazine,  v.  1:592-98; 
Aug.  189O     B,  ICC,  LC. 

Reihl,  John  F.  Our  economic  and  social 
relations ;  what  they  are  and  what  they 
might  be.  Seattle,  Wash.  [The  Ivy 
press]    1911.     31.   [i]   P-     12°.     B,  LC. 

Rice,  Isaac  L.  Remedy  for  railway 
abuses. 


6i 


(North  American  review,  v.  134:  134-4^; 
Feb.  1882)     B,  H,  LC. 

Favors  government  ownership  in  the 
United  States. 

Ripley,  Edward  P.  Government  owner- 
ship of  American  railways.  Chicago, 
Railway  news  bureau,  1898.  8  p.  8°. 
B,  CornU,  ICC,  JC,  LSE. 

Reprinted  in  Railway  and  engineer- 
ing review,  v.  38:38;  Jan.  22,  1898. 

Ripley,  Edward  P.  Shows  up  false 
arguments  on  government  ownership. 

(Railway  and  engineering  review,  v.  53: 
1032;  Nov.  8,  1913)     B,  ICC,  LC. 

Robertson,  William  A.  An  argument 
against  government  railroads  in  the 
U.  S.  In  .Knnals  of  the  American 
academy  of  political  and  social  science, 
V.  29,  no.  2:342-51;  March  1907.  B, 
ICC,  LC,  NY. 

Reprinted  in  Publications  of  the 
American  academy  of  political  and 
social  science,  no.  533. 

Extract  reprinted  by  Bureau  of  rail- 
way economics. 

Rogers,  Joseph  M.  Complexity  in  gov- 
ernment ownership;  a  straight  road  to 
socialism. 

(Railway  world,  v.  50 :  p.  337-38;  April 
20.  1906)  B,  H,  HU,  ICC.  JC.  LC, 
NV,  UI.  UM,  UP,  Y. 

Schultz,  .A..  E.  Effect  of  government 
ownership  on  employees. 

(Railway  age  gazette,  v.  59:738-39; 
Mar.  27,  1914") 

Reprinted  from  the  Railroad  em- 
ploye, February  26,  1914. 

Scott,  J.  W.  .\  national  system  of  rail- 
roads. 

(Hunt's  merchant's  magazine,  v.  17:  564- 
71 ;  Dec.  1847)    B,  HF&S,  ICC,  LC. 

Senate  forestalled  Bryan.  Government 
ownership  considered  officially  back  in 
1888  [Sic].  Report  made  by  Commit- 
tee on  commerce,  with  Cullom  as 
chairman,  is  brought  to  light  by  Gaines. 

(Washington  Herald,  Oct.  22,  1906)    LC. 
The  Senate  Select  committee  on  in- 


terstate commerce  (40th  Cong.,  ist 
sess..  Sen.  rept.  46),  brictly  considered 
government  ownership  as  one  of  four 
methods  of  railroad  regulation.  (See 
p.  53  of  the  report.) 

Sidney,  Frederic  II.  Government  col- 
lar; wliat  the  ownership  of  the  Amer- 
ican railroads  would  mean  to  railroad 
employes  and  their  organizations. 

(Railroad  employee,  v.  24:2;  April. 
1914)     B. 

Reprinted   in    Railway    record,   v.  6, 
no.  11:2-3;  Apr.  II,  1914.     B,  ICC. 

Smitii,  Hoke.  Radical  views  on  state 
ownership.  Speech  of  Hoke  Smith,  of 
Georgia,  at  Cincinnati. 

(Railway  world,  v.  51:251-52;  March 
22,  1907)  B,  H,  HU,  ICC,  JC,  LC, 
NY,  UI,  UM,  UP,  Y. 

Squire,  William  P.  The  political  prob- 
lem of  national  ownership  of  railroads. 
Will  it  benefit  the  farmers?  San  Jose, 
Cal.,  1894.    8  p.    8".    B,  ICC.  LC,  LSE 

.       Same.       Washington,     D.     C. 

Press  of  Hartman  &  Cadick,  1894.   LC. 

State  interference  with  railways. 

(Nation,  v.  45:346-47;  Nov.  3,  1887) 
LC. 

State  ownership  of  railroads. 

(American  law  review,  v.  28:6o&-ii; 
July-Aug.  1894)     ICC,  LC. 

Stevens,  Isaac  N.  The  liberators :  a 
story  of  future  .\merican  politics. 
New  York,  1908.    352  p.     12°.     LC. 

A    novel    dealing    with    the    public 
ownership  of  railroads. 

Stewart,  John  L.  See  same  author  in 
the  General  section. 

Thompson,  Slason.  The  future  of 
American  railways.  Just  regulation 
or  government  ownership. 

(Railway  world,  v.  57:25-29;  Jan.  1913) 
B.  H,  HU.  ICC,  JC,  LC.  NY,  UI,  UM, 
UP,  Y. 

Reprinted  in  Santa  Fe  magazine,  v. 
7:69-75;  Mar.   1913. 

Thompson,  Slason.  Government  versus 
private   control    of   railways.      An   ad- 


62 


d'ress  delivered  before  the  Railway  de- 
partment of  the  Y.  M.  C.  A.,  Chicago, 
Oct.  24,  1905.  n.  p.  n.  d.  8  p.  8°.  B, 
ICC,  LC. 

"From   the   Chicago    Evening  post." 

Thompson,  Slason.  Misinformation 
about  American  railways.  In  St.  Louis 
railway  club.  Proceedings,  v.  18 :  363- 
84;  Feb.  13,  1914.     B,  ICC,  LC. 

Thorne,  Clifford.  Government  owned 
railroads.    Reply  to  E.  P.  Ripley. 

(Dubuque  [Iowa]  Telegraph  -  herald, 
Dec.  21,  1913)     B. 

Thorne,  Clifford,  and  Ripley,  E.  P.  Clif- 
ford Thorne  and  E.  P.  Ripley  on  pos- 
sible savings  under  government  own- 
ership. 

(Railway  age  gazette,  v.  55:1020-21; 
Nov.  28,  1913) 

To  sell  railroads. 

(Southern  lumberman,  v.  70:31;  Aug. 
9,  1913)     B,  LC. 

Failure  of  state  ownership  in  Texas. 

Turner,  J.  K.  Government  ownership 
and  the  railway  employee.  Cleveland. 
O.,  1913.    25  p'     16°.     IC(f 

Reprinted  in  the  Mediator,  v.  5,  1913. 
ICC. 

Reprinted  in  Railway  age  gazette,  v. 
55:  1165-66;  Dec.  19,  1913. 

Reprinted  in  Train  dispatchers'  bul- 
letin, V.  18:  151-54;  Jan.  1914. 

Tustin,  J.  C.  S.     Pharaoh  and  his  crop. 
Address  delivered  at  the  convention  of 
the  Illinois  Grain  dealers  at  Blooming- 
*  ton,   in   June    [on  government   owner- 

ship]. 

(National  hay  and  grain  reporter,  July 
IS,  191 1 )     B. 

U.  S.  Congress.  Senate  Committee  on 
interstate  commerce.  .  .  .  Nation- 
alization of  the  railways  of  the  United 
States.  .  .  .  Report  of  hearing  be- 
fore the  Committee  on  interstate  com- 
merce on  the  bill  (S.  1770)  contem- 
plating the  nationalization  of  the  rail- 
ways of  the  United  States.  [Wash- 
ington, 1900]     5Q  p.    8°.     (56th  Cong., 


1st   sess.     Senate  Doc.  420)     B,   ICC. 
LC. 

Statements  of  David  J.  Lewis,  Hugh 
H.  Lusk,  Frank  Parsons. 

\J.  S.  Congress.  Senate.  Report  of  the 
Select  committee  on  transportation 
routes  to  the  seaboard,  April  24,  1874. 
Washington,  1874,  2  v.  8°.  (43d 
Cong.,  1st  sess..  Senate  Rept.  307,  pts. 
I  and  2)     B,  ICC,  JC,  LC. 

Indirect  regulation  and  reduction  of 
charges  through  the  agency  of  one  or 
more  railway  lines  to  be  owned  or 
controlled  by  the  government:  p.  155- 
61. 

U.  S.  Industrial  commission.  Report  of 
the  Industrial  commission  on  transpor- 
tation. [Vols.  4  and  9]  Washington, 
1900-01.     2  V.    8°.     B,  ICC,  JC,  LC. 

Government  ownership :  vol.  4,  p. 
123-29  [Report  of  Frank  Parsons]; 
vol.  9 :  p.  xxxvi-xlvii,  etc. 

U.  S.  Interstate  commerce  commission. 
Collection  of  statements  from  the 
chairman  of  the  Interstate  commerce 
commission  relative  to  foreign  railway 
ownership  and  operation.  Aug.  27, 
1894.  [Washington,  1894.]  16  p.  8°. 
(53d  Cong.,  2d  session,  Senate  misc. 
doc.  276.)     B,  ICC,  LC.  LSE. 

The  subject  is  treated  under  the  fol- 
lowing heads:  i.  Relations  of  govern- 
ments to  the  railroads  of  the  world. 
2.  The  foregoing  data  tabulated.  3. 
Comparison  of  freight  and  passenger 
rates  on  government-owned  railroads 
and  on  roads  within  the  U.  S.  4. 
Views  of  various  writers  on  the  sub- 
ject. 

Also  reprinted  in  Annual  report  of 
the  Interstate  commerce  commission, 
1894,  p.  219-36. 

.  Same.  Feb.  24,  1898.  [Wash- 
ington. 1898.]  18  p.  8°  (55th  Cong., 
2d  sess..  Senate  doc.  158.)     ICC,  LC. 

U.  S.  Laws,  statutes,  etc.  An  act  to  au- 
thorize the  President  of  the  United 
States  in  certain  cases  to  take  posse:s- 


63 


sion  of  railroad  and  telegraph  line.-, 
and  for  other  purposes.  (37th  Cong., 
Sess.  II.,   Chap.   15,   1862)      B.   ICC. 

Vail,  Charles  Henry.  National  owner- 
ship of  railways.  New  York,  1897.  47 
p.  12°.  (Twentieth  century  library, 
no.  83.)     B,  CU,  JC,  LSE,  NY. 

Van  Wagenen,  Anthony.  Governnicni 
ownership  of  railways  considered  as 
the  next  great  step  in  .\merican  prog- 
ress. New"  York,  London,  lyio.  ix, 
256  p.  12°.  ASCE,  B,  BPL,  BowC, 
ClevePL,  CornU,  CU,  HU.  IndSL 
ICC,  JC.  LC.  LSE.  NHSL.  NY,  Prus- 
sia, StLPL,  TrentPL,  UCal,  UP,  UW, 
Y. 

Vrooman,  Carl  S.     Our  railroad  riddle. 

(Arena,  v.  40:533-60;  Dec.  1908)  B, 
ICC,  LC,  NY. 

Favors  government  ownership  in  the 
United  States. 

Vrooman,  Carl.  The  present  railway 
situation  in  the  L^nited  States — Regu- 
lation versus  public  ownership.  An 
address,  before  the  City  club  of  Chi- 
cago, January  11,  1913. 

(City  club  bulletin,  v.  VI  :  17-26;  Feb.  3, 
1913)     B.  ICC,  LC. 

.     Same. 

(20th  Century  magazine,  v.  7,  no.  4:  i- 
10;  Mar.  1913)     LC,  NY. 

Wall  street  journal.  Is  public  owner- 
ship inevitable? 

(Wall  street  journal.  May  23,  1913,  p.  1, 
col.  2)     B,  ICC,  LC,  NY. 

Wall  street  journal  [Editorial].  Na- 
tionalization of  the  railroads. 

(Wall  street  journal,  Nov.  4,  1913,  p.  i, 
col.  2)     B.  ICC,  LC,  NY. 

Wall  street  journal  [Editorial].  Some 
thoughts  on  state  ownership. 

(Wall  street  journal,  Sept.  4,  1913,  p.  i, 
col.  2)     B,  ICC,  LC,  NY. 

Wall  street  journal  [Editorial].  Will 
nationalization  of  railroads  fit  a  dual 
form  of  government? 

(Wall  street  journal.  May  6,  191 1)  B, 
ICC,  LC,  NY. 


Wallace,  Alfred  Russel.  The  railways 
for  the  nation. 

(Arena,  v.  37:  1-6;  Jan.  1907)  B,  ICC, 
LC. 

Watkins,  A.  The  outlook  for  public 
ownership. 

(Forum,  v.  32:201-16;  Oct.  1901)  B, 
LC. 

What  govcrnnu-nt  ownersiiip  of  rail- 
roads would  do. 

(Railway  and  marine  news,  v.  10:3-6; 
May  I,   1912)     B. 

What  government  ownership  would 
mean  to  American  railroads  and  rail- 
roadmen. 

(Santa  Fe  magazine,  v.  7:79-82;  Nov. 
1913)     B,  LC. 

Wilson.  James  F.  Government  regula- 
tion of  railways. 

(Forum,  V.  5  :  469-76;  June  1888)  B,  H, 
LC. 

Opposed  to  government  ownership 
in  the  United  States. 

Wil-son,  W.  The  state  purchase  of  rail- 
ways :  A  reply. 

(Locomotive  engineer's  and  firemen's 
monthly  journal,  no.  7 :  306 ;  July  1900) 

Wimbish,  William  A.  Should  the  gov- 
ernment own  the  railroads? 

(Sewanee  review,  v.  20:318-32;  July 
1912)     B,LC. 

An  address- delivered  at  the  Uni- 
versity of  the  South.  Sewanee,  Ten- 
nessee, August,  191 1. 

Reprinted  in  Traffic  world,  v.  8:  314- 
ig;  Aug.  12,  191 1. 

Winchcll,  Benjamin  L.  Criticizes  gov- 
ernment ownership.  Panama  railroad 
figures  used  as  basis. 

(Railway  record,  v.  4:  10;  .^pril  13,  1912) 
B,  ICC. 

Winchell,  Benjamin  L.  The  drift  toward 
government  ownership  of  railways. 

(Atlantic  monthly,  v.  110:746-58;  Dec. 
1912)     B,  LC.  MeSL. 

Comment  in  Public  service,  v.  14: 
29-30;  Jan.  1913. 


64 


.      Same.      [Reprinted.]       Boston 

[1913]  p.  746-58.    8°.    B,  IndSL. 

Discussion  in  Commercial  and  finan- 
cial chronicle,  v.  96:449-50,  Feb.  15. 
1913,  under  title :  The  ultimate  settle- 
ment of  transportation  problems. 

Winchell,  B.  L.  Freight  rates  under 
government  ownership. 

(Railway  world,  v.  56:326-27;  April  12, 
1912)  B,  H,  HU,  ICC,  JC,  LC,  NY, 
UI,  UM,  UP,  Y. 

Wisconsin  University.  Twenty-third  an- 
nual joint  debate.  .  .  .  Would  na- 
tional ownership  and  operation  of  the 
railroads  in  the  United  States  be  pref- 
erable to  ownership  and  operation  by 
private  corporation? 

(Aegis,  V.  8:119-56;  Feb.  2,  1894)  B, 
H,  LSE,  UW. 

Woodlock,  Thomas  F.  The  choice. 
Shall  the  private  ownership  of  rail- 
roads   under    government    supervision 


be  continued?  The  naked  question 
analyzed. 

(New  York  Times  annalist,  v.  1:712; 
June  23,  1913)     B,  LC,  NY. 

Woodlock,  Thomas  F.  Superstition. 
That  a  government  body  can  teach 
railroad  men  how  to  fire  locomotives 
and  handle  freight  cars  through  a 
yard,  even  with  the  help  of  Mr.  Bran- 
deis. 

(New  York  Times  annalist,  v.  3:  lo-ii; 
Jan.  5,  1914)     B,  LC,  NY. 

Worthington,  B.  A.  Government  own- 
ership of  railroads.  From  a  practical 
viewpoint. 

(Manufacturers'  news,  v.  4:  19-20,  22; 
Jan.  I,  1914)     B,  ICC,  LC. 

Zimmerman,  J.  L.  Government  owner- 
ship [of  railroads]. 

(Ohio  magazine,  v.  2:  402-09;  May  1907) 
LC. 


ALASKA 


Chase,  Frederick  H.  Coal  crisis  in 
Alaska :  Government-owned  railroads 
and  government-leased  coal  lands  the 
only  solution. 

(Collier's,  v.  48:  19-20;  Oct.  7,  191 1)  B, 
LC. 

Chase,  Frederick  H.  The  nation's  pot 
of  gold.  Need  of  government  rail- 
roads to  harvest  Alaska's  riches. 

(Collier's,  v.  45:21,  36;  Sept.  17,  1910) 
B,  LC. 

Federal  railroads  for  Alaska. 

(Literary  digest,  v.  46:1212;  May  31, 
1913)     B,  LC. 

Government  $50,000,000  for  Alaskan  rail- 
way. 

(Traffic  world,  v.  11:1081-82;   May   17, 

1913)  B,ICC,LC. 
Government  railroads  in  Alaska. 
(Literary    digest,    v.    48:193;    Jan.    31, 

1914)  B.  LC.  NY. 

Guggenheims  offer  to  sell  Alaska  rail- 
road.    Result  of  Taft's  proposal  that 


government    build    a    railroad    to    the 
coal  field.     .     .     . 

(New  York  Sun,  April  6,  1912)  B,  LC, 
NY. 

Independent  [Editorial].  For  railroads 
in  Alaska. 

(Independent,  v.  77:294;  Mar.  2,  1914) 
B.  LC,  NY. 

Joslin.  Falcon.  Need  of  Alaska  for  rail- 
road aid.  Government  restrictions  have 
killed  new  rail  enterprises.  Subsidy 
or  government  roads  the  only  thing 
left. 

(New  York  Times  annalist,  v.  1:647; 
June  9,  1913)     B.  LC,  NY. 

Joslin,  Falcon.  Railroads  in  Alaska. 
Statement.  .  .  .  Washington,  1910. 
15  p.    8°.     B.  ICC. 

Journal  of  commerce  [Editorial].  The 
Alaskan  railroad  project. 

(Journal  of  commerce,  Dec.  I.  1913,  p.  6, 
col.  3)     B.  LC,  NY. 

Journal  of  commerce  [Editorial].  Gov- 
ernment enterprise  in  Alaska. 


65 


(Journal  of  commerce.  May  20,   1913,  p. 

6,  col.  2)     B.  LC,  NY. 

Lane.    Franklin   K.     Secretary   Lane  on 

Alaskan  railroad  building. 
(Railway  review,  v.  54:  1 15-16;  Jan.   17, 

1914)     B,  ICC,  LC. 
Mitchell,  Guy  Elliott.     Government  rail- 
roads for  .Maska. 
(American    review    of    reviews,    v.    47: 

579-84;  June  1913)      B.  HU,  JC,  LC, 

NY. 
New  York  Times  [Editorial].     Railways 

for  Alaska. 
(New  York  Times.  Aug.  21,  1913)     B, 

LC,  NY. 
Outlook      [Editorial].        The      keys      to 

Alaska's  wealtli. 
(Outlook,  v.  104:267-68;  June  7,   1913) 

B,  HU.  JC,  LC.  NY. 
Outlook    [Editorial].     Transportation   in 

Alaska. 
(Outlook.  V.    106:278-79;  Feb.  7,   1914) 

B.  HU.  JC.  LC.  NY. 
Plans    for    railway    building    in    Alaska. 

Senate  considering  bills  for  construc- 
tion. 
(Journal  of  commerce,  May  21,  1913,  p. 

7,  col.  I)     B,  LC,  NY. 

Railway  age  gazette  [Editorial].  Pro- 
posed government  ownership  in  Alaska. 

(Railway  age  gazette,  v,  54:1119-20: 
May  23,  1913) 

Railway  and  engineering  review  [Edi- 
torial].    Alaskan  railroads. 

(Railway  and  engineering  review,  v.  53: 
484-85;  May  24,  1913)  B,  H,  HU, 
ICC,  JC.  LC.  NY,  UC,  UI,  UM,  UP, 
Y. 

Railway  and  marine  news  [Editorial]. 
Secretary  Lane's  first  break.  [Com- 
ment on  his  views  relative  to  govern- 
ment-owned railroads  in  Alaska,  and 
a  road  connecting  .Maska  with  the 
United  States.] 

(Railway  and  marine  news,  v.  11:8; 
Nov.  I.  1913)     B. 

Railway  record  [Editorial].  The  gov- 
ernment and  .Maska  railways. 


(Railway  record,  v.  4:  1-2;  June  8.  1912) 
H.  ICC. 

Saturday  evening  post  [Editorial].  A 
government  railroad  in  Alaska. 

(Saturday  evening  post,  v.  184:24;  May 
II,  1912)      B.  LC. 

Schuette.  Oswald  F.  Unlocking  a  long- 
neglected  empire.  Uncle  Sam  to  build 
a  $14,000,000  government  railroad  in 
Alaska  to  open  up  its  vast  resources 
to  speedy  development. 

(Leslie's  weekly,  v.  118:203;  Feb.  26, 
1914)     B,  LC. 

Turner,  Avery.  Government  ownership 
in  Alaska. 

(Railway   age  gazette,   v.   55:6;   July  4. 

1913) 

U.  S.  Alaska  railroad  commission.  .  .  . 
Railway  routes  in  Alaska.  Message 
from  the  President  of  the  United 
States  transmitting  report  of  Alaska 
railroad  commission.  .  .  .  Washing- 
ton. 1913.  172  p.  fold.  maps.  8°. 
(62d  Cong..  3d  sess.  House.  Doc. 
1346,  pts.  I  and  2)  B,  ICC,  LC,  Prus- 
sia. 

"Publications  relating  to  transpor- 
tation and  railway  routes  in  .Maska"  : 
p.  167-72. 

v.  S.  Congress.  House.  Committee  on 
the  territories.  The  building  of  rail- 
roads in  Alaska.  .  .  .  Hearings 
before   the   committee.      .     .  July 

.     .     .     1913.    Washington,  1913.    459  p. 
8".     B.  ICC.  LC. 

U.  S.  Congress.  House.  Conmiittee  on 
the  territories.  .  .  .  Construction 
of  railroads  in  .Maska.  .  .  .  Report. 
(To  accompany  H.  R.  1739.)  [Wash- 
ington. Govt,  print.  ofT.,  1913]  19  p. 
fold,  charts.  8°.  (63d  Cong.,  ist  sess. 
House.     Rcpt.  9-^^     B.  ICC,  LC. 

U.  S.  Congress.  Senate.  Committee  on 
public  lands.  Government  railroad  and 
coal  lands  in  Alaska.  Hearing  before 
the  Committee  ...  on  S.  4844,  a 
bill  to  provide  for  the  construction 
and  operation  of  a  railroad  in  .Maska, 


66 


and  for  other  purposes,  and  S.  7030. 
.  .  .  Part  I.  Washington,  1912.  177 
p.    8°.     B,LC. 

U.  S.  Congress.  Senate.  Committee  on 
territories.  Construction  of  railroads 
in  Alaska.  Hearings  before  the  Com- 
mittee on  territories,  United  States 
Senate.  Sixtj-third  Congress,  first 
session,  on  S.  48,  a  bill  to  authorize 
the  President  of  the  United  States  to 
locate,  construct,  and  operate  railroads 
in  the  territory  of  Alaska,  and  for 
other  purposes,  and  S.  133.  a  bill  to 
provide  for  the  construction  of  rail- 
roads in  Alaska,  and  for  other  pur- 
poses [May  2-23,  1913]  (with  addenda 
and  index).  Washington,  Govt,  print, 
off.,  1913.    718  p.    8°.     B.  ICC,  LC. 

U.  S.  Congress.  Senate.  Committee  on 
territories.  Railroads  for  Alaska. 
Hearing  before  the  Committee  on  ter- 
ritories. United   States  Senate     .     .     . 


on  railroads  for  Alaska.  April  12, 
1912.  .  .  .  Washington,  1912.  32  p. 
8°.    B,  ICC,  LC. 

Statement  of  Mr.  Falcon  Joslin,  rep- 
resenting the  Alaskan  committee  of 
the  American  mining  congress. 

The  speeches  and  debates  in  Con- 
gress preceding  the  passing  of  the  law 
providing  for  a  government  railway 
in  Alaska  are  in  the  Congressional 
record,  v.  51,  nos.  23-54,  from  January 
14  to  February  18,  1914. 

Wall  street  journal  [Editorial].  Gov- 
ernment railroads  for  Alaska. 

(Wall  street  journal,  May  19.  1913.  p.  I, 
col.  2)     B,  ICC.  LC,  NY. 

Weems,  Carrington.  Government  rail- 
roads in  Alaska. 

(North  American  review,  v.  199:572- 
584:  Apr.  1914)     B,  LC. 


GEORGIA 

Christian  science  monitor,  Boston.    [Edi-      Railroad  herald   [Editorial].     A  test  of 

torial]     Future  of  Georgia's  state  rail- 
road. 
(Christian     science     monitor,     June     25, 

1913)     B,  LC. 
Phillips,  Ulrich  Bonnell.     An  American 

state-owned  railroad :  the  Western  & 

Atlantic.     .    .    .    [Reprinted  from  Yale 

review,   Nov.    1906.]      [New   Haven?] 

1906.   [2591-282  p.   8°.   B,ICC,LC,UW. 
Abstract  in  Railroad  gazette :  v.  43 : 

122-24;  Aug.  2,  1907. 


government  ownership.  [The  Atlantic 
&  Western  railroad  and  its  disposition 
by  state  of  Georgia  at  expiration  of 
present  lease.] 

(Railroad  herald,  v.  17:  157:  Sept.  1913) 
B.  ICC. 

Railroad  herald  [Editorial].    The  West- 
ern and  Atlantic  railroad. 

(Railroad  herald,  v.  17:  140;  Aug.  1913) 
B.  ICC. 


MASSACHUSETTS 

A  list  of  Massachusetts  state  documents  in  regard  to  the  Troy  and  Greenfield 
railroad  and  the  Hoosac  tunnel  is  contained  in  ''Index  of  economic  material  in 
documents  of  the  United  States :  Massachusetts,"  by  Adelaide  R.  Hasse ;  publishe<l 
by  the  Carnegie  institution  of  Washington,  May,  1908. 


Adams,  Charles  Francis,  Jr.  The  regu- 
lation of  all  railroads  through  the 
state-ownership  of  one.  Speech  on  be- 
half of  the  Massachusetts  Board  of 
railroad  commissioners,  made  before 
the  Joint  standing  legislative  commit- 


tee on  railways,  Feb.  14,  1873.  Boston, 
J.  R.  Osgood  &  CO.,  1873.  39  p.  12°. 
B,  BPL.  CU,  H,  HU,  ICC,  JC.  LC, 
LSE,  MIT,  NY,  UI,  Y. 

See   reply  by   Richard   S.   Spofford, 
Boston,  1873. 


67 


Atkinson,  Edward.  Argument  of  Ed- 
ward Atkinson  before  the  Railway 
committee,  against  the  state  undertak- 
ing to  buy,  equip,  or  operate  railroads. 
March,  1873.  Boston.  Wright  &  Pot- 
ter, 1873.  40  p.  8°.  B,  BPL,  LSE, 
NY,  UCal,  UI. 

Bemis,  Edward  VV.  An  argument  for 
state  ownership. 

(Railroad  gazette,  v.  32:258-59;  .April, 
1900) 

Abstract  of  argument  before  the 
Massachusetts  legislature  in  opposition 
to  the  lease  of  the  Boston  and  Albany 
to  the  New  York  Central  and  in  favor 
of  its  acquisition  by  the  state. 

Blanchard.  Nathaniel.  Address  before 
the  railroad  committee  of  the  Legisla- 
ture, March  5,  1875,  in  support  of  the 
resolution  unanimously  adopted  by  the 
citizens  of  Weymouth,  requesting  the 
state  of  Massachusetts  to  purchase 
the  Boston  and  Albany  railroad.  Bos- 
ton [1875]     16  p.    8°.     BA.  BPL. 

Fagan.  James  O.  Pagan  versus  Foss. 
Boston  &  Maine  e.x-towcrman  tells  au- 
dience at  Well's  Memorial  that  rail- 
road problems  are  now  political  wran- 
gles. 

(Boston  Evening  transcript,  Feb.  17, 
1912)     B,  BPL.  HU.  LC. 

Foss,  Eugene  N.  .Address  of  His  Ex- 
cellency, Eugene  N.  Foss,  to  tlie  two 
branches  ot  the  Legislature  of  >LTSsa- 
chusetts.  January  2.  1912.  Boston, 
191 3.    30  p.    8°. 

In  favor  of  government  ownership 
of  railroads  in  the  United  States. 

Hoar.  Sanuiel.  .Argument  of  Samuel 
Hoar  before  the  Committee  on  rail- 
roads on  the  several  propositions  of 
state  purchase  of  the  Boston  and  Al- 
bany railroad  company.  March  21, 
1900.  fBo'^ton.  1900]  34  p.  8°.  LC, 
NY.  UT. 


Inilependent  [Editorial].  Railroads  and 
the  public. 

(.Independent,  v.  73:1323-24;  Dec.  5, 
1912)     B,  LC,  NY. 

Comment  on  the  proposed  state 
ownership  of  railroads  in  Massachu- 
setts. 

Massachusetts.  Governor  (Thomas  Tal- 
bot) Protest  against  policy  of  man- 
agement of  railroad  enterprise  by  gov- 
ernor and  council.  /»  Governor's 
message,  Jan.  1879,  p.  34.  , 

Quincy,  Josiah.  Legislative  hearing. 
Proposed  purchase  of  the  Boston  and 
Worcester  and  Western  railroads  by 
the  state.  From  Boston  Daily  adver- 
tiser. Boston  [1867]  Broadside.  4°. 
LC,  NY. 

Written  argument  to  the  Joint  spe- 
cial committee. 

Spofford,  Richard  S.  The  railroad  ques- 
tion. State  ownership  no  remedy  for 
existing  evils.  A  reply  to  the  speech 
of  Mr.  Charles  Francis  Adams,  jr.,  be- 
fore the  Joint  standing  committee  on 
railroads,  of  the  Massachusetts  legis- 
lature. Boston,  1873.  50  p.  8°.  B, 
BPL,  HU,  ICC,  LC,  LSE,  UCal. 
UW,  WorcPL. 

Walsh.  David  I.  Gov.-tlcct  Walsh 
frowns  on  railroad  state  aid. 

(Practical  politics,  v.  16:5970-72;  Dec. 
27,  1913)     B. 

Weymouth  (Mass.).  Resolves  of  the 
town  of  Weymouth  in  favor  of  pur- 
chase of  the  Boston  &  Albany  railroad 
by  the  state  of  Massachusetts  and  the 
address  of  Nathaniel  Blanchard,  chair- 
man of  the  town  committee  before  the 
Railway  committee  of  the  Legislature, 
Feb.  5,  1874,  in  favor  of  a  public  rail- 
road from  Boston  to  Albany.  Wey- 
mouth. 1874.    12  p.    8°.    B,  BPL,  ICC. 


68 


NORTH  CAROLINA 


Womack,    T.    B.      State    ownership    in 

North  CaroHna. 
(State  topics  [Houston,  Tex.j,  v.  4:  1-2; 

May  10,  1913)     B. 
Womack,    T.    B.      State    ownership    in 

North  Carolina.     An  experiment  with 

plank   roads    in   country   districts   and 


railroads  from  mountains  to  sea — How 
the    hungry    politician    brought    about 
the  awakening. 
(World's    work,    v.     13:8333-36;     Dec. 
1906)     B,  ICC,  LC. 

Extracts     reprinted     separately     by 
Bureau  of  railway  economics. 


OKLAHOMA 


Outlook   [Editorial].     A  state  discusses 
building  a  railway. 


(Outlook,  V.  98:295-96;   Feb.   11,   191 1) 
B,  HU,  JC,  LC,  NY. 


PENNSYLVANIA 


Bishop,  Avard  Longley.  .  .  .  The 
state  works  of  Pennsylvania.  .  .  . 
New  Haven,  Connecticut,  1907.  p. 
[149] -297.  8°.  (Transactions  of  the 
Connecticut  Academy  of  arts  and  sci- 
ences, V.  13,  Nov.  1907)  B,  BPL,  CU, 
H,  HU,  LC,  UC,  UW. 
Bibliography :  p.  289-92. 
"'What  we  know  technically  in  the 
history  of  Pennsylvania  as  the  "State 
works'  comprised  a  system  of  trans- 
portation which  was  built,  owned  and 
operated  by  the  commonwealth." 

Caruthers,  C.  H.  The  first  railroad 
owned  and  operated  by  a  government 
[Pennsylvania  State]. 

(Railroad  gazette,  v.  41:163-68:  Aug. 
24, 1906) 

Early  government  ownership  in  Penn- 
sylvania. 

(Railroad  gazette,  v.  41:348;  Oct.  19, 
1906) 

Keys,  C.  M.  See  Keys,  C.  M.  in  United 
States  Section. 

Kupka,  P.  F.  The  first  government  rail- 
road in  America. 

(Railroad  gazette,  v.  42:'35-36;  Jan.  11, 
1907) 

Construction    of   railroads   in    Penn- 
sylvania by  the  state. 


The  Main  line  of  the  Pennsylvania 
state  improvements ;  its  history,  cost, 
revenue,  expenditures  and  present  and 
prospective  value.  Philadelphia,  T.  K. 
and  P.  G.  Collins,  printers,  1855.  76 
p.     8°.     B,  ICC,  LC. 

Pennsylvania.  Canal  commissioners. 
Communication  from  Canal  commis- 
sioners relative  to.  the  sale  of  the  main 
line  of  public  works  of  the  state.  Har- 
risburg,   1856.     9  p.     PaHS. 

Pennsylvania.  Canal  commissioners. 
Transportation  of  passengers  and 
mails  upon  [the  Columbia  and  Phila- 
delphia] road,  with  documents  in  re- 
gard to  the  transfer  from  private 
companies  to  state  control.  In  their 
Annual  report,  1851-52;  p.  21-26,  31- 
82.     LC. 

Pennsylvania.  Governor  (Porter)  Gov- 
ernor's message  accompanied  with 
communication  from  the  Canal  com- 
missioners relative  to  the  purchase  of 
the  Valley  railroad. 

(House  journal,  1838-39,  v.  2,  pt.  i,  846- 
47,  doc.  139) 

Pennsylvania.  Governor  (Porter)  Gov- 
ernor's message  (Porter)  accompa- 
nied with  a  communication  from  the 
Canal  commissioners  relative  to  the 
purchase  of  the  Valley  railroad  and 
tlie  West  Philadelphia  railroad. 


69 


(House  journal,  1838-39,  v.  2,  pt.  i,  800- 
03,  doc.  122) 

Pennsylvania.    Legislature.     Senate.    Re 
port  with  bills  of  the  Select  commit- 
tee of  the  Senate,  relative  to  the  sale 
of  the  public   works  of  Pennsylvania. 
Harrisburg,  185.^.     PaHS. 


Sale   of   public    works.      Report    read   in 
Senate,   Feb.   4,    1854,   by    Mr.    Evans. 
16  p.    8°.     PaHS. 
Caption  title. 

Sale  of  the  main  line.  An  act  to  provide 
for  the  sale  of  the  main  line  of  public 
works.     Harrisburg,  1855.     PaHS. 


PANAMA  RAILROAD 


Carpenter,  Frank  G.  Uncle  Sam's  own 
railway  (Panama  railroad). 

(Washington,  D.  C.  Star,  Aug.  4,  1912) 
B,  LC. 

New  York  Sun  [Editorial].  Federal 
railroad  management. 

(New  York  Sun,  Feb.  14,  1912)     LC. 
Reprinted  as  Bureau  of  railway  eco- 
nomics leaflet  no.  14. 

U.  S.  Congress.  Senate.  Committee  on 
interoccanic  canals.  Panama  railroad. 
.  .  .  Report.  [Washington,  1907] 
21  p.  8°.  (59th  Cong.,  2d  sess.  Sen- 
ate.   Rept.  5179)     ICC,  LC. 


Placing  the  Panama  railroad  in 
charge  of  the  Isthmian  canal  commis- 
sion. 

Winchell,  Benjamin  L.  Government  op- 
eration of  the  Panama  railroad. 

(Railway  age  gazette,  v.  52:857-58; 
April  12,  1912) 

Winchell,  Benjamin  L.  The  govern- 
ment's Panama  railway.  Freight  rates 
ten  times  higher  than  privately  owned 
lines. 

(Public  service,  v.  13:83-84;  Aug.  1912) 
B. 


OTHER  COUNTRIES 

The  following  are  annual  government  statistical  reports  of  some  other  countries 
having  state  ownership  of  railroads : 

Denmark.     De  danske  statsbaner.     Beretning  om  driften. 

Norway.     De  offentlige  jernbaner.     Beretning  om  de  norske  jernbaners  drift. 

Sweden.     Statens  jiirnvagar. 

Spain.     Estadistica  de  las  obras  piiblicas. 

India.     Administration  report  on  railways  in  India. 

South  Africa.  Statement  of  accounts  of  the  South  African  railways  and  har- 
bours. 

Argentine  Republic.     Estadistica  de  los  ferro-carriles  de  la  repiiblica. 

Brazil.     Estatistica  das  estraras  de  ferro  da  Uniao  e  das  fiscalisadas  pela  uniao. 

For  Comparative  freight  rates  on  state-owned  and  other  European  railways  see 
the  Documents  of  the  National  waterways  commission,  nos.  16,  17,  18,  19,  20,  22, 
which  are  reports  of  American  consuls  dealing  with  freight  rates  and  inland  water- 
ways of  Belgium.  Holland,  Germany,  France,  United  Kingdom,  and  Russia. 


Argentine  getting  tired  of  operating  its 
railways.  Proposal  to  rent  under  con- 
sideration, the  government  finding  the 
national  system  a  failure. 


(Wall  street  journal,  Aug.  5,  1913,  p.  7: 

col.  I)     B,  ICC,  LC,  NY. 
Bompaire.  Jean.     .     .     .     Le  rachat  des 

chemins  de  fer  algeriens;  etude  de  la 


70 


loi  du  23  juillet.  1904.  Paris,  Librairie 
de  la  Societe  du  Reciieil  general  des 
lois  et  des  arrets,  L.  Larose  &  L. 
Tenin,  1905.  2  p.  1.,  130  p.  4°.  B, 
CU,  JC,  LC,  NY. 
These — Univ.  de  Paris. 
"Bibliographic":  p.   [i29]-i3o. 

Caleb,  Albert,  fitude  sur  le  reseau  des 
clieinins  de  fer  de  I'etat  bulgare. 

(Bulletin  mensuel  de  la  Societe  de 
legislation  comparee,  v.  42 :  395-409 ; 
Aug.-Sept.  1912)     LC. 

Dutch  East  Indies  railways.  A  lesson 
in  state  management,     illus. 

(Far  eastern  review,  v.  10:  7-10;  Shang- 
hai, 1913)     B,  LC,  NY. 

Egyptian  gazette.  Transfer  of  Helouan 
railway  to  the  Egyptian  government. 

(Daily  consular  &  trade  reports,  Nov. 
19.  1913,  p.  917)     B,  ICC,  LC. 

Egyptian  gazette  [Editorial].  An  excel- 
lent bargain. 

(EgA'ptian  gazette,  March  9,  1914)  B, 
LC. 

Transfer  of  the  Cairo  Helouan  rail- 
way to  the  state. 

Die  Eisenbahnen  Afrikas.  Grundlagen 
und  gesichtspunkte  fiir  eine  koloniale 
eisenbahnpolitik  in  Afrika.  Berlin,  C. 
Heymann,  1907.  [2],  367,  [i]  p.  incl. 
illus..  tables,  i  fold.  map.  f°.  TC, 
UW. 

"Quellen  :"  p.  5,  and  with  geographi- 
cal districts. 


Edwards,  William  Ben.  The  nationalisa- 
tion of  railways.  An  object  lesson 
from  the  Cape. 

(Nineteenth    century,    no.    373:501-16; 
March  1908)     B,  LC. 
The  Cape  Government  railways. 

Lewis,  E.  R.  Railways  of  the  Union  of 
South  Africa. 

(Railway  age  gazette,  v.  54:1072-74; 
Alay  16,  1913) 

Maclean,  J.  M.  State  monopoly  of  rail- 
roads in  India. 

(Journal  of  the  Society  of  arts,  v.  32: 
261-76;  Feb.  22,  1884)     LC. 

Rogers,  Campbell  O.     Natal  government 

railways. 
(Loco,  V.  2:88-92;  Aug.  191 1 )     B. 

Salerou,   .     Le   rachat   des    chemins 

de  fer  et  I'exploitation  par  I'etat.  .  .  , 
1902. 
These. 
Railroads  of  Algeria. 

State  railways  of  the  Dutch  West  Indies. 

(Railway    and    marine    news.    v.    11:7; 

Jan.  15,  1913)     B. 
Thuillier,  .     Le  regime  des  chemins 

de  fer  algeriens.    Paris,  1900. 
These. 
Woodington,      Charles.        Railways      in 

Egypt :  the  state  line. 
(Railway  news,  v.  97:512-13;  March  2, 

1912)     B,LC. 


LIST   OF   AUTHORS 


Abe,  K.     44 
Achard.    A.      46 
Acworth,   W.   M.     7,    17, 

20,   22,    27,    31.    33.    34. 

40,    46,    50 
Adams,  C.  F.,  Jr.     7,  50, 

66 
Aimond,  £.     22 
Albertson,  R.     12,   13 
Albertv,  M.     31 
Allen.  W.  F.     50 
Allen.  W.  S.     7 
Allix.   G.     7.   22.   31.  44, 

45,  46 
Altgeld.  J.   P.     50 
Amoroso,  L.     41 
Andrews,   E.   L.     50 
Arnold.    B.    W.,    jV.     51 
Arnold,  W.  C.    34 
Asquith,  H.  H.     34 
Astier,   P.     22 
Atkinson.  E.     67 
Austria       19 
Avebury,  J.  L.     7 

B.,  F.    41 
Baker.  H.  F.     10 
Bancroft,  W.  A.     ^i 
Barker,  W.     :;i 
Barr.  W.  B.     51 
Barthou.    L.      22 
Baudin.   P.     31 
Baum.  C.     22 
Baxter,  R.  D.    7 
Beach,    C.    F..    Jr.      7.    8 
Bedinger,  G.   R.     44 
Bellamy.  E.    8.  43 
Bellet.   D.     41 
Bellot,  H.   H.  L.     35.  38 
Bemis,  E.  W.     51.  67 
Benoit,  F.    22 
Benson.  A.  L.     51 
Benson.    R.     35 
Bermingham,  T.     35 
Berry,  J.  M.     51 
Besnard,    R.     2}, 
Beveridpe.   .\.    I.     21,   51 
Bilbrough,  G.  F.     35 
Bishop.  A.  L.     68 
Blackstone,  T.  B.     51 
Blanchard.    N.     67 
Blanchier,  — .     21 
Bogle.  W.  R.     35 
Boinvilliers.   fi.     23 
Bolas.  T.     35 
Bolland.  W.     35 


Bompaire,  J.    69 

Bonneau,   H.     29 

Bonner,    F.    A.      17 

Bonnet.    X.     23 

Boon.    M.  J.     35 

Bordeaux,    G.     23 

Boudenoot,  L.     2^ 

Bourgarel,  G.     2i 

Bourrat,    J.      2^ 

Boussac,  E.     41 

Bouvier,  £.     44 

Bowerman,  C.  W.    35 

Bradford,    E.    S.     31 

Braun,  A.     19 

Bresciani,  C.     41 

Bresson,  L.     23 

Broek,  G.  J.  van  den    20 

Brooks,   S.     8 

Brown,  A.  A.     17 

Brown,  C.  S.  V.    8 

Brown,   H.     35 

Brown,  W.  C.     51 

Browne.   E.  F.     8 

Bryan,   J.  W.     51 

Bryan,  W.  J.     5^.  55-  61 

Buisson,  G.    23 

Bureau  of  railway  econo- 
mics     8 

Bureau  of  railway  news 
and  statistics      17 

Burkett.  E.  J.     52 

Byrnes.   T.   E.     52 

Cacaud,  H.     22, 
Caillaux,    J.      22 
Caleb,  A.     70 
Calonne,  A.  de      23 
Canada      21 
Car-Skaden,   D.     52 
Carmine.    P.     41 
Carpenter,   F.  G.     6g 
Caruthers,  C.  H.    68 
Cator.  T.  V.    52 
Cattin.   H.     23 
Cazeneuve,  A.     2^) 
Cecil,    E.      35 
Chandler,  W.   E.     52 
Chapin.  B.  E.    52 
Charton,  P.     46 
Chase.  F.  H.    64 
Cherot.    A.     24 
Chipman,  G.   F.     21 
Clark,  V.  S.     17.  40 
Claverv,  fi.    44 
Clav.  C.  M.     ^2 
Clergct.  P.     46 

(71) 


Cleveland-Stevens,  E.    7, 

35 
Clews.    H.     52 
Cohn.  G.     31.  36,  45 
Collins.  J.  P.    36 
Colson,  L.  C.     24 
Comnv.    P.   de      42 
Cook.'W.  W.     7.  52 
Cooper,  R.  A.     36 
Cowles,   J.   L.     53 
Cox.   H.     36 
Crammond.  E.     36 
Crossley,  F.  W.     36 
CuUom,  S.  M.    61 
Cummings,   J.     48 
Cunningham,   W.     36 
Cunningham.    W.    I.     31 
Curti.   T.     46 
Curtis.  G.  T.     -^i 
Czerin,   R.     19 

Davies,  A.  E.    36.  38 
Davies,  D.  H.     36 
Davis,    C.    W.     53 
Davis,  F.  R.  E.    2>() 
Davis.    J.      53 
Deligny,    P.     8 
Dent,  F.  H.     36 
Deubel,    R.      24 
Dews,  —     20 
Dew'snup.  E.  R.    7.  8,  53 
Dietler.  H.     46 
Dilke,  C.  W.     Zl 
Dilton,  J.     36 
Dodds,  J.    36 
Dodge,  L.  A.    53 
Domergue.  J.    24 
Dominguez.  C.    24 
Droz.    N.     47 
Duncklev.  H.    yj 
Dunn.  S.  O.    8,  9 
Dupont-White.  C.    27 
Dupre  de   Pomarede,   P. 
24 

Edge.  W.  H.     n 
Edwards,   C.      37 
Edw.-irds.   W.    B.     2,7,  70 
Eggk'ston.  W.  G.    53 
Elienbogcn,  W.     19 
Eltzbacher.   O.     31 
Engerand.   F.     24 
I'.rzherger.    M.     32 
Esch.  J.  J.     53 
Evans.  A.  M.     53 
Exner.  W.    49 


72 


Fabian  society     Zl 
Fagan,  J.  O.     67 
Farrar,  E.  H.     53 
Farrer,  T.  C.    9 
Favarger,  P.    47 
Felton.  E.     17 
Ferguson,  E.  A.    54 
Ferro,  G.  V.  del    42 
Ferroni,  F.     47 
Feydeaii     de     St.-Chris- 

tophe,   R.   de    24 
Field,  W.     J-' 
Findlay.  G.     z"? 
Finty,  T.     54 
Fischer,  J-    47 
Flower,  B.  O.    9,  17 
Fochier,   E.     32 
Fortescue,  T-  W.     17 
Foss,  E.  N.     67 
Foxwell,  E.    9 
France      25 

Chambre  des  deputes 

2A,  25 
Senat      25 
Francheschi,  R.     25 

Gallagher.  A.     54 

Gallatin,  A.  R.    9 

Galpin,  ■ —      25 

Gait,  W.     37 

Galtier,  J.  B,     25 

Gardony,  C.  N.  de     9 

Gariel,  G.    47 

Garnier.  J.    24 

Gautschy,  H.     47 

George,  H.    44 

Gibbs,  G.  S.    yj 

Gibbons,  J.     54 

Giddings,  F.  H.     54 

Gillet,  P.     25 

Givens,  W.  R.     21 

Glasier.  T.  B.     12 

Gordon,  F.  G.  R.    54 

Gordon.  J.  A.     54 

Gouget,  F.    25 

Great  Britain.     Board  of 
trade     9 
Foreign  office      32 
Royal    commission    on 
railways     37 

Greene.  T.  L.     S4 

Grell.  M.     19 

Grooss,  A.    2>^ 

Gruhl.  E.  F.     54 

Gubler.  H.    47 

Guene,  E.     25 

Guerin,  L.     10 

Gurza,  J.     45 

Guyot,  Y.     10.  14.  25 


H..  D.  S.    yj.  42 
Hadley.  A.  T.     :o.  14.  54 
Haguet,  H.     47 
Haines,  H.  S     54 
Hambleton  &  co.     54 
Hamon.  F.     2.^ 
Haney,  L.  H.     S5 
Hardesty,  J.     55 
Harriman,  E.  H.     51 
Harrison,  F.     55 
Hasse.  A.  R.     66 
Hawes.  W.     37 
Heavisides.  M.     37 
Hcndrick.   F.      10 
Henrv,  L.  P.     42.  47 
Heroid.  R.    47 
Hill.  J.  G.    55 
Hill.  W.     18 
Hirsch.  M.     18 
Hoar.    S.     67 
Hodgson.  T.  S.     10 
Hoff.  W.  '  Z2 
Holcombe.  A    N.    47 
Hole.  J.     ZT.  38 
Hollander.   J.  H.     5.S 
Horner.  J.  M.     55 
Houston.  W.  C.     II 
Howes.   O..    Tr.     55 
Hudson.  J.  F.    55 
Hummel.  H.     2)'^ 

Towa.  Railroad  commis- 
sion      10 

Italy.  Commissione  d'in- 
chiesta  suU*  esercizio 
delle  ferrovie  italiane 
42. 

Jacob.  O.     32 
Jacqmin.  F.      10 
James.  E.  J.     42 
Japan.      Communications 

department     45 
Jaray.  G.  L.     25.  42 
Jaros.   S.     55 
Jean.   C.     25 
jeans,  J.  S.     IQ 
Tenkins.  T.  G.     18 
Jevons.  W.   S.     38 
Johnson.  E.   R.     56 
Johnson.  J.  M.     56 
Joslin.  F.     64.  (:^ 
Jovinelli.  E.     42 

Kandt.  M.     18 
Kapp.  F.     32 
Kar,  P.     19 
Karzl,  J.     19 
Katzenstein.  L.     u 


Kaufmann.    R.   von      22, 

26 
Keddell,  F.     38 
Keller,  G.     Ii 
Kenna,  E.  D.     56 
Kennedy,  J.    56 
Kenyon.  W.  S.     56.  60 
Kerr,  H.  D.     56 
Keys.  C.  M.    56,  68 
Kindelan,  J.    56 
Kingdom.  W.     38 
Kirchhoff.  H.     32 
Kirkman.  M.  M.    .11 
Knapp.  M.  A.    56 
Knoop.  D.     38 
Kronig.  F.     2>'2 
Krueger.  A.     32 
Kupka.  P.  F.    68 

La  Bach.  P.  M.    57 
Labour       reprtesentatiye 

committee      38 
Labry,  —  de      24 
La    Follette.    R.    M.      56, 

.  57 
Laine,  A.     26 
Laing,  S.     38 
Lamane.  H.    26 
Lane,  F.  K.     11.65 
Larrabee.  W.     57 
Lasteyrie.   C.  de      38 
Laveleye.   G.  de     47 
Lavergne.    A.   de     42 
Lavollee.  C.  H.     26 
Lawson.  W.  R.    38 
Leak.  V.  T.    26 
Learv,  J.     ^j 
Lebon.  A.     30 
Le  Chevalier.  R.     11 
Lehfeldt,  R.  A.    38 
Le  Rossignol,  J.  E.    18 
Leroy-Beaulieu,     Paul. 

II,  26 
Leroy-Beaulieu.     Pierre. 

7.  26,  27 
Level,  E.     27 
Leverdays.  fi.     27 
Levy,  M.     45 
Lewis,   D.  J.      II,  57 
Lewis,  E.  R.     70 
Lewis,  G.  H.     57 
Leyen,  A.  F.  von  der     8, 

II,  27,  38 
Liesse,  A.     27 
Limousin,   C.  M.     27 
Lissenden,  G.  B.    38 
Litwinski,  L.  de    20 
Lloyd,  H.  D.     18 
Lockwood.  M.     38 


73 


Logan,  R.   S.     57 
Lotz,  W.     Z2 
Loucks,  H.  L.    57 
Lowther,  G.    45 
Lucas.  F.    42 

Macaulay,    T.     38 
Macdonald.  J.  R.    48 
Macdonnell.  J.     33 
Maclean,  J.  M.     70 
McLean,  S.  J.     21,  2^ 
Macler.  C.     27 
McPherson,  L.  G.     12 
Macquart.  fi.    27 
McVey,  F.  L.     12 
Mahaim,  E.     7,  20 
Malo,  L.     27 
Malou,  J.     20 
Mange,  A.     30,  33 
Mann,  E.  D.     57 
Maratta,  D.  W.     18 
Marches!,  C.     42 
Marcus,  V.    33 
Margaine,  —      25 
Marqfoy,  G.     27 
Marteau,  A.     27 
Martin,  R.  B.     38 
Mason,  J.  W.     57 

Massachusetts.       Gov- 
ernor    67 

Matagrin,  A.    27 

Matthesius.  O.     46 

Mavor,  J.     12 

Mele,  A.     42 

Mellen.  C.   S.     57 

Meyer,  B.  H.     12,  33,  46 

Mever.  H.  R.     12.  27,  43 

Micheli,  H.     48 

Milhaud.  E.     12,  2-],  48 

Millard,  T.  F.     xz 

Miller,  D.     57 

Miller.  J.  D.    57 

Mills.  J.  F.     33 

Mitchell.  G.  E.    65 

Mond,  A.    38 

Money,  L.  G.  C.    39 

Monge.  F.  de      20 

Monkswell.  R.  A.  H.  C. 
39 

Montgomery,  H.  E.     57 

Moreno  Calderon,  A.    12 

Morette.  A.    27 

Morgan.   A.     58 

Morrow.  J.  B.     58 

Mudge,  R.  Z.     39 

Miiller,  G.     48 

Miindl,  R.     19 


National  board  of  trade 

58 

National  convention  of 
railroad  c  o  m  m  i  s  - 
sioners     58 

Nemenyi,  A.     19 

New  Orleans.  Public 
belt  railroad  commis- 
sion     58 

New   South  Wales      18 

Newcomb.  H.  T.  \2,  13, 
18 

Newlands,  F.  G.    58 

Nevmarck,  A.    28 

Nichols,  H.  C.     45 

Nimmo.  J.,  Jr.    58 

Noel.  O.     13,  28 

North,  E.  P.    43 

Nouvion.  G.  de     2% 

Noyes.  T.  W.     58 

Oberg.  E.     13 
O'Conner,  J.     39 
Oetiker.  J.     48,  49 

Pantano.   E.     43 
Parsloe.  J.     38,  39 
Parsons.   F.     13,   2>Z^   48, 

58.  59 
Patterson,  G.  S.    59 
Patterson,  T.  M.    59 
Pawloski,  A.     28 
Pavne,  W.     28 
Peiletan,  C.     30 
Pendrie,  H.     28 
Pennsylvania.       Canal 
commissioners      68 

Governor    68 

Legislature      69 
Perkins,  J.  C.     59 
Perris,  G.  H.     39 
Perrissoud.  —     28 
Peschaud,  M.     14,  20,  48 
Pew,  A.     13 
Phelps,  E.  M.     13 
Phillips,  J.  B.    59 
Phillips.  U.  B.    66 
Picard.  A.     13,  28 
Pieck.   [Dr.]      42 
Pietri,   F.  J.     42 
Pim,  F.  W.    39 
Pim,   T.     39 
Pim.   L  T.     39 
Place.  P.    28 
Pomerov.  E.     21 
Porter,  'D.  R.    68 
Porter,  R.  P.     13 
Potter.  F.    39 
Poussin,  G.  T.    28 


Powderly,  T.  V.    59 
Powell,  F.  W.    59 
Pratt,  E.  A.     13,  14,  I5, 

18.  20.  38.  39,  40.  50 
Presutti,  E.    43 
Pret.  P.  A.     14 
Prevet,  C.     28 
Prevev,  C.  E.     14 
Price."  G.     28 
Prouty.  C.  A.     58,  59,  60 
Prussia.    Ministerium 

der    offcntlichen    ar- 

beiten     33 

Quaatz.  R.     n,  43 
Quincy.    T.     59,  67 

Racca,  \'.    48 
Raffalovich.  A.     10 
Railway    nationalisation 

league      40 
Railway    nationalisation 

society     40 
Raihuay  reformer    40 
Rankin.  G.  A.     60 
Paper.  C.  L.     14 
Ratoin.  E.     29 
Ray,  C.  F.    60 
Raynaud.   L.     48 
Raynor.  L    60 
Rea,  S.     60 
Reagan.  J.  H.     60 
Reece.  B.     60 
Regnier.  M.     29 
Reihl.   T.  F.     60 
Renkin.  T.    21 
Ribes-Christofle,    —    de 

29 
Ribcs-Mery.  R.     29 
Rice.  L  L.     60 
Richardson.  R.  L.     21 
Ringwalt.  R.  C.    14 
Riplev.   E.   P.     61.  62 
Ripley.  W.  Z.    33 
Ritter.  —  von      43 
Ritter.  P.     33 
Riviere.  L.     29 
Robbins.  E.  C.     14 
Roberts,  E.     33 
Robertson.   W.   A.     61 
Robinson.  E.  E.    54 
Rogers,  C.  O.    70 
Rogers.  J.  M.     61 
Roussel,  F.    29 
Roy,  H.    20 
Ruskin.    1.     40 
Russell.  C.  E.     14.  17.  18, 

33.  43.  48 


74 


Salerou,  —     70 
Saporito,  V.     43 
Sarlat,  J.     14 
Say,  J.  B.  L.     29 
Schelle,  G.    14 
Schindler,  S.     15 
Schlemmer,  G.    29 
Schuette,  O.  F.    65 
Schultz,  A.  E.    61 
Schumacher,  H.     7,  3;i 
Scott,  J.  W.    61 
Segnitz,  H.    8 
Seiler,  O.     49 
Seligman,    E.    R.   A.     15 
Shaw,  L.  M.     57 
Sidney,  F.  H.    61 
Sieveking,  H.     19 
Silvestri,  B.    43 
Simons,  W.    40 
Sinceny,  P.    30 
Slater,  J.  E.    45 
Smith,  H.    61 
Souchon,  A.    30 
Speight,  R.     18 
Spera,  G.     43 
Spofford,  R.  S.    66,  67 
Squire,  W.  P.     61 
Stampfli,   J.     49 
Stanton,  T.     30 
Steeg,  T.     30 
Steiger,  J.    49 
Stephenson,  W.  T.    7 
Sterne,   S.     15 
Stettler,  E.     49 
Stevens,  I.  N.    61 
Stewart,  J.  L.     IS,  61 
Stewart,  W.  D.    18 
Stockwell,  L.  A.     S3 
Strach,  H.     19 
Switzerland.     Bundesrat 

.49 

Eisenbahnkommission 

•49 

Taft,  W.  H.    58 
Tajani,  F.     44 
Talbot,  T.     67 
Tallichet,   —      49 
Taussig,  F.  W.     34 


Taylor,   C.   F.     13 
Teisberg,   A.   K.     58 
Thomas,   A.     30 
Thompson,  S.     or,  02 
Thorne,  C.    60,  62 
Thuillier,  —     70 
Tisne,  W.   E.     30 
Todd,  M.  M.     IS 
Totsuka,  K.    34 
Trent,  M.  W.  F.     21 
Trevisonrio,  N.    44 
Turner,   A.     6s 
Turner,  J.  K.     62 
Tustin,  J.  C.  S.    62 

United  States     62 

Alaska    railroad    com- 
mission    6s 
Congress,  House  Com- 
mittee on  the  terri- 
tories    6s 

Senate        Committee 
on     interoceanic 
canals    69 
Committee    on    in- 
terstate     c  o  m  - 
merce    62 
Committee  on  pub- 
lic lands     6s 
Committee  on  ter- 
ritories    66 
Select     Committee 
on      transporta- 
tion    routes     to 
the  seaboard    62 
Industrial   commission. 

62 
Interstate       commerce 
commission       is,    62 
Library     of     congress 
15.  16 

Vaii,  C.  H.     63 
Valbert,  G.     34 
Valette,  M.  de     30 
Van  Wagenen,  A.    63 
Vegesack,  M.  von     34 
Vibert,    P.     30 
Virtue,  G.  O.    8 


Vrooman,   C.   S.     16,  21, 

30,  42,  48,  49,  63 
W.,  F.  von      19 
Wagner,  A.  H.  G.     34 
Walkden,   A.   G.     16,   40 
Wallace,  A.   R.    63 
Walsh,  D.  I.    67 
Ward,  J.  G.     41 
Wardle,  G.  J.    41 
Waring,  C.    41 
Watherston,  E.    J.    41 
Watkins,  A.    63 
Weber,  M.  M.     16 
Wedgewood,  R.  L.    41 
Weems,  C.    66 
Wehrmann,  L.     16,  34 
Weichs-Glon,  F.     34 
Weidlinger,  R.     19 
Weissenbach,    P.     49,    50 
Wernekke,    F.     16 
Weymouth   (Mass.)   Cit- 
izens    67 
White,  A.  D.     7 
Wickersheimer,  fi.    30 
Williams,  A.  J.    41 
Williams,   E.   E.    41 
Williams,  T.    41 
Willoughby,  H.     17 
Wilson,  J.  F.     63 
Wilson,   S.  O.     s8 
Wilson,  W.    63 
Wilson,   W.   B.     S2 
Wimbish,    W.    A.    63 
Winchell,    B.   L.    63.  64, 

69 
Wisconsin  University    64 
Wittek,   H.   de      16 
Wittek,   R.   von      19 
Wolfe,  A.  G.     41 
Wolff,  —     20 
Womack.  T.  B.    68 
Woodington,    C.     70 
Woodlock,  T.  F.     64 
Worthington,    B.    A.    64 

Zebegenyi-Griindorf,     — 

20 
Zimmerman,  J.  L.    64 


BULLETINS  OF  THE 

BUREAU  OF  RAILWAY  ECONOMICS, 

WASHINGTON,  D.  C. 

(Continued  from  page  2  of  cover.) 

20.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  December,  1911. 

30.  "  "  "  for  January,  1912. 

31.  Railway  Traffic  Statistics,  1900-1910,     (Supersedes  No.  6.) 

32.  Summary  of  Revenues  and  E.\peu8es  of  Steam  Roads  In  the  United  States 

for  February,  1912. 

33.  '•  "  "  for  March,  1912. 

34.  A  Comparative  Study  of  Railway  Wajres  and  the  Cost  of  Living  In  the 

United  States,  the  United  Kingdom,  and  the  Principal  Countries  of  Con- 
tinental Europe. 

35.  Summarv  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 

for  April,  1912. 

36.  "  "  "  for  May,  1912. 

37.  "  "  "  for  June.  1912. 

38.  "  "  "  for  July,  1912. 

39.  CJomparison  of  Capital  Values — Agriculture,  Manufactures,  and  the  Bail- 

ways. 

40.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  August,  1912. 

41.  "  *'  "  for  September,  1912. 

42.  "  "  "  for  October,  1912. 

43.  "  "  "  for  November,  1912. 

44.  "  "  "  for  December,  1912. 

45.  Railways  and  Agriculture.  1900-1910. 

46.  Summary  of  Revenues  and  Expenses  of  Steam  Roads  In  the  United  States 

for  January,  1913. 

47.  "  "  "  for  February,  1913. 

48.  "  "  "  for  March.  1913. 

49.  *'  "  "  for  April,  191.3. 

50.  "  "  "  for  May,  1913. 

51.  "  "  "  for  June,  1913. 

52.  "  "  "  for  July.  1913. 

53.  The  Arguments  For  and  Against  Train  Crew  Legislation. 

54  Summary  of  Revenues  and  Expenses  of  Steam  Roads  in  the  United  States 
for  August,  1913. 

55.  "  "            "  for  September,  1913. 

56.  "  "            "  for  Octol)er,  1913. 

57.  "  *'             "  for  Novenilier.  1913. 

58.  "  "            "  for  December,  1913. 

59.  "  "            "  for  January,  1914. 

60.  "  "            "  for  February.  1914. 

61.  "  "            "  for  March,  1914. 

62.  List  of  Publications  Pertaiuiug  to  Government  Ownership. 


BULLETINS   OF  THE 
BUREAU  OF  RAILWAY  ECONOMICS 

WASHINGTON,  D.  C. 

August,  1910,  to  June,  1914 

1.  Summary    of    Revenues    and    Expenses    of    Steam    Roads    in    the 

United    States    for    July,    1910.      (Monthly    Report    Series, 
Bulletin  No.   i.) 

2.  Summary   of    Revenues    and    Expenses    of    Steam    Roads    in    the 

United   States   for   August,    1910.      (Monthly    Report  Series, 
Bulletin   No.   2.) 

3.  Summary   of    Revenues   and   Expenses   of    Steam    Roads   in   the 

United  States  for  September,  1910.     (Monthly  Report  Series, 
Bulletin   No.  3.) 

4.  A    Comparative    Statement   of   Physical   Valuation   and   Capitali- 

zation. 

5.  Preliminary    Bulletin    for    November,    1910 — Revenues    and    Ex- 

penses. 

6.  Railway  Traffic  Statistics,   1900- 1909.     (Superseded  by  No.  31.; 

7.  Summary    of    Revenues   and    Expenses   of    Steam    Roads    in    the 

United  States  for  October,   1910.     (Monthly  Report  Series, 
Bulletin    No.   4.) 

8.  Summary   of    Revenues    and    Expenses    of    Steam    Roads    in   the 

United  States  for  November,  1910.     (Monthly  Report  Series. 
Bulletin  No.  5.) 

9.  Summary   of    Revenues    and    Expenses   of    Steam    Roads    in    the 

United  States  for  December,  1910.     (Monthly  Report  Series. 
Bulletin  No.  6.) 

10.  Summary   of    Revenues    and    Expenses    of    Steam    Roads    in    the 

United  States  for  January,  191 1. 

11.  (Out  of   Print.) 

12.  Summary   of    Revenues    and   Expenses   of    Steam    Roads    in    the 

United  States  for  February,  191 1. 

13.  "        "        "        for  March,  191 1. 

14.  "        "        "        for  April,  191 1. 

15.  (Out  of  Print.) 


1 6.  Summary  of  Revenues  and  Expenses  of   Steam   Roads   in  the 

United  States  for  May,  191 1. 

17.  (Out  of  Print.) 

18.  (Out  of  Print.) 

19.  Summary   of  Revenues  and   Expenses  of   Steam  Roads   in  the 

United  States  for  June,  191 1. 

20.  "       "       "        for  July,  191 1. 

21.  The  Cost  of  Transportation  on  the  Erie  Canal  and  by  Rail. 

22.  Summary  of   Revenues   and   Expenses   of    Steam   Roads   in    the 

United  States  for  August,  191 1. 

23.  (Out  of  Print.) 

24.  Comparative  Railway  Statistics  of  the  United  States,  the  United 

Kingdom,  France,  and  Germany. 

25.  Summary   of   Revenues   and   Expenses   of    Steam   Roads   in  the 

United  States  for  September,  191 1. 

26.  "       "       "        for  October,  191 1. 

27.  "       "       "        for  November,  191 1. 

28.  Effect  of  Recent  Wage  Advances  upon  Railway  Employees'  Com- 

pensation during  the  Year  Ending  June  30,  191 1. 
Variations  in  the  Number  of  Railway  Employees,  1909-1910-1911. 
Relation  of  the  Number  of  Employees  and  their  Compensation  to 

Traffic  and  Revenue,  1909-1910-1911. 

29.  Summary  of   Revenues   and   Expenses   of   Steam   Roads   in  the 

United  States  for  December,  191 1. 

30.  "        "        "        for  January,  1912. 

31.  Railway  Traffic  Statistics,  1900-1910.     (Supersedes  No.  6.) 

32.  Summary  of   Revenues   and  Expenses  of   Steam   Roads  in  the 

United  States  for  February,  1912. 

33.  "       "       "        for  March,  1912. 

54.  A  Comparative  Study  of  Railway  Wages  and  the  Cost  of  Living 
in  the  United  States,  the  United  Kingdom,  and  the  Principal 
Countries  of  Continental  Europe. 

35.  Summary  of   Revenues   and   Expenses   of   Steam   Roads   in  the 

United  States  for  April,  1912. 

36.  "  "  "  for  May,  1912. 
37-  "  "  "  for  June,  1912. 
38.         "       "       "       for  July,  1912. 


39    Comparison  of  Capital  Values — Agriculture,   Manufactures,   and 
the  Railways. 

40.  Summary  of   Revenues   and  Expenses  of    Steam   Roads   in   the 

United  States  for  August,  191 2. 

41.  "  "  "  for  September,  1912. 

42.  "  "  "  for  October,  191 2. 

43.  "  "  "  for  November,  1912, 

44.  "  "  "  for  December,  1912. 

45.  Railways  and  Agriculture,  1900-1910. 

46.  Summary  of   Revenues   and   Expenses  of   Steam   Roads   in   the 

United  States  for  January,  1913. 

47.  "  "  "  for  February,  1913. 

48.  "  "  "  for  March,  1913. 

49.  "  "  "  for  April,  1913. 

50.  "  "  "  for  May,  1913. 

51.  "  "  "  for  June,  1913. 

52.  "  "  "  for  July,  1913. 

53.  The  Arguments  For  and  Against  Train  Crew  Legislation. 

54.  Summary  of    Revenues  and   Expenses  of    Steam   Roads   in   the 

United  States  for  August,  191 3. 

55.  "  "  "  for  September,  1913. 

56.  "  "  "  for  October,  1913. 

57.  "  "  "  for  November,  191 3. 

58.  "  "  "  for  December,  1913. 

59.  "  "  "  for  January,  1914. 

60.  "  "  "  for  February,  1914. 

61.  "  "  "  for  March,  1914. 

62.  List  of  Publications  Pertaining  to  Government  Ownership. 


B— 2033 


UNIVERSrrY  OF  ILLINOIS-URBANA 


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